1_multipart_xF8FF_2_Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers...

CAMPOS BASIN OFFSHORE LOADING

GUIDELINE FOR DP SHUTTLE TANKERS

OPERATIONS

TEXTO FINAL

GRUPO DE TRABALHO DIP EP-SSE 000248/2002

E&P-SERV/US-SUB/ANC

E&P-CORP/ENGP/EN TRANSPETRO/FRONAPE

DEZEMBRO/2002

LIST OF CONTENTS

1.0 - PURPOSE 8

2.0 - COMPLEMENTARY DOCUMENTS 10

3.0 - TERMINOLOGY 11

4.0 - DUTIES AND RESPONSIBILITIES 16

4.1 - DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN 16

4.2 - STANDBY VESSEL CAPTAIN 19

4.3 - F(P)SO COORDINATOR - OIM 21

4.4 - OTHERS 23

5.0 - CAMPOS BASIN GENERAL INFORMATION 24

5.1 - INTRODUCTION 24

5.2 - OILFIELDS LOCATION 24

5.3 - CAMPOS BASIN GEOGRAPHICAL POSITION 25

5.4 - TYPES OF OFFSHORE TERMINALS IN CAMPOS BASIN 27 5.4.1 - SBM 28 5.4.2 – F(P)SO 29 5.4.3 - SBM-FSO 31

5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION 32

6.0 - DPST OPERATIONAL REQUIREMENTS 33

6.1 - WINCHES 33 6.1.1 - TRACTION WINCH 33

6.2 - CHAIN STOPPER 33

6.3 - REQUIREMENTS FOR TOWING ASSISTANCE 34 6.3.1 - EMERGENCY TOWING ARRANGEMENT 34 6.3.1.1 - EMERGENCY TOWING ARRANGEMENT TEST 34 6.3.2 - AIR GUN AND TOOLS 34

6.4 - WORKING AREAS ILLUMINATION 35

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6.5 - MESSENGER LINES 35

6.6 - PERSONNEL TRANSFER 36

6.7 - ACCOMMODATIONS 36

6.8 - AIR GUN AND ACCESSORIES 36

7.0 - SAFETY IN OPERATIONS 37

7.1 - ENVIRONMENTAL CONDITIONS 37 7.1.1 - WINDS 38 7.1.2 - WAVES 39 7.1.3 - CURRENT 40

7.2 - OPERATIONAL SECTORS AND LIMITS 41 7.2.1 - OPERATIONAL SECTOR 41 7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST DURING APPROACH 43 7.2.3 - ENVIRONMENTAL LIMITATIONS 44 7.2.4 - TENSION ON THE MOORING SYSTEM (HAWSER) 45 7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING OFFLOADING 46

7.3 - OFFLOADING SHUTDOWN SYSTEM 47

7.4 - ALERT STATE 54

7.5 - GREEN LINE 55

7.6 - TELEMETRY SYSTEM 57

7.7 - PERSONNEL TRANSFER 57

7.8- HELICOPTER OPERATIONS 59

7.9 - SPUs IDENTIFICATION LIGHTS 60

7.10 - WEATHER FORECAST 61

7.11 - FIRE-FIGHTING EQUIPMENT 61

7.12 - RESTRICTED AREAS TO NAVIGATION 62

8.0 - COMMUNICATIONS 65

8.1 - COMMUNICATION EQUIPMENT 65 8.1.1 - MAIN RADIO STATION 65 8.1.2 - CCR, BRIDGE AND BLS STATION 65

8.2 - ESTABLISHING COMMUNICATION 66 8.2.1 - INITIAL CONTACT 66 8.2.2 - SECONDARY CONTACT 66 8.2.3 - WORKING CHANNEL 66


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8.2.4 - VHF COMMUNICATION 67

8.3 - NOTICE OF READINESS 67

8.4 - INFORMATION TRANSFER 68 8.4.1 - DURING OPERATION 68 8.4.2 - HOURLY INFORMATION TRANSFER 69

8.5 - DEPARTURE 69

9.0 - ARRIVAL AND DEPARTURE 70

9.1 - MANEUVERING AREA 70

9.2 - MANEUVERING CONTINGENCY PLAN 71 9.2.1- DPST CONTINGENCY PLAN 71 9.2.2 - STANDBY SITUATION 71 9.2.3 - ARRIVAL AND DEPARTURE PLAN 72 9.2.4 - EMERGENCY PROCEDURES 72 9.2.5 - MOORING DECISION 73 9.2.5.1 - F(P)SO OIM 73 9.2.5.2 - EVALUATION 74 9.2.5.3 - POSTPONING OR TERMINATING 74

10.0 - MOORING PREPARATIONS 75

10.1 - F(P)SO MOORING PREPARATIONS 75

10.2 - DPST MOORING PREPARATIONS 75

10.3 - POSITION REFERENCE SYSTEMS (PRS) REQUIREMENTS 76 10.3.1 - MINIMUM NUMBER OF RELATIVE PRS DURING OPERATIONS 76 10.3.2 - ABSOLUTE PRS DURING OPERATIONS 76 10.3.3 - PRS CRITERIA 77

11.0 - APPROACH PROCEDURE 78

11.1 - APPROACHING SPEED 78

11.2 - DP TESTING 79 11.2.1 - GENERAL 79 11.2.2 - CHECKLISTS 79 11.2.3 - CHECKING THE POSITIONING CAPABILITY 80

11.3 - APPROACH PROCESS 81

11.4 - DIRECTION OF APPROACH 86 11.4.1 - ALTERNATIVE DIRECTION OF APPROACH 86 11.4.2 - REDUCED VISIBILITY 86

12.0 - MESSENGER LINE TRANSFER 88


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12.1 - METHOD ONE 88

12.2 - METHOD TWO 89

13.0 - CONNECTION OF HAWSER AND HOSE 90

13.1 - MESSENGER LINE TRANSFER 90

13.2 - CONNECTION PROCESS - METHOD ONE - DPST SHOOTING THE LINE 91

13.3 - CONNECTION PROCESS - METHOD TWO - F(P)SO SHOOTING THE LINE 93

13.4 - OFFLOADING HOSE LINE CONNECTION PROCESS 95

14.0 - OFFLOADING OPERATIONS 97

14.1 - INITIATE OFFTAKE 97 14.1.1 - BEGINNING 97 14.1.2 - CONNECTION 97 14.1.3 - OFFTAKE 98 14.1.4 - MONITORING 99 14.1.5 - LOADING HOSE PRESSURE TEST 99 14.1.6 - BRIDGE, CCR AND ECR MANNING 99 14.1.6.1 - BRIDGE 99 14.1.6.2 - CCR 100 14.1.6.3 - ECR 100

14.2 - SEQUENCE AND CHECK 101 14.2.1 - SEQUENCE 101 14.2.2 - QUANTITY CHECKS 101

14.3 - OFFTAKE TERMINATION 101 14.3.1 - OFFLOADING RATE 101 14.3.2 - CAPACITY 102 14.3.3 - TERMINATION 102

15.0 - FLUSHING 103

16.0 - HOSE AND HAWSER DISCONNECTION 104

16.1- MAKE READY FOR DISCONNECTION 104 16.1.1 - HEADING & POSITION 104 16.1.2 - NOTIFICATION 104 16.1.3 - DPST PROCEDURES 104 16.1.4 - F(P)SO PROCEDURES 105

16.2 - DISCONNECTION 105 16.2.1 - OFFLOADING HOSE DISCONNECTION 106 16.2.2 - HAWSER DISCONNECTION 107

17.0 - DEPARTURE 108


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18.0 - CLEARANCE 109

18.1 - SAILING ADVICE 110

19.0 - STANDBY VESSEL 111

19.1 - STANDBY VESSEL DUTIES 111

19.2 - PREPARATIONS 112

19.3 - TRANSFER OF THE DPST TOWING WIRE 113

19.4 - MAXIMUM RESPONSE TIME 114

19.5 - EMERGENCY TOWING WIRE TRIALS 114

20.0 - EMERGENCY GUIDELINES 116

20.1 – F(P)SO ANCHOR LINE FAILURE 117 20.1.1 - OFFLOADING DISTANCE 117

20.2 - HOSE RUPTURE 117 20.2.1 - TENSION ALARM 117 20.2.2 - OESD 118 20.2.3 - DISCONNECTION 118 20.2.4 - OIL SPILL 118

20.3 - MOORING HAWSER RUPTURE 118 20.3.1 - TENSION ALARM 118 20.3.2 - FOWARD THRUSTERS 119 20.3.3 - DEPARTURE 119

20.4 - THRUSTERS FAILURE 119

20.5 - MAIN PROPELER FAULT 120 20.5.1 - PROPELLER FAULT ACTION 121

20.6 - FIRE 122 20.6.1 - OESD 122

20.7 - COLLISION AVOIDANCE 122 20.7.1 - PROCEDURE 122

20.8 - BLACK OUT 123 20.8.1 - BLACK OUT ACTION 123

20.9 - DRIVE OFF 124 20.9.1 - DRIVE OFF ACTION 124

20.10 - FAILURE OF RADIO COMMUNICATION 124


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APPENDIX LIST

Appendix “A” - Mooring Hawser Appendix “B” - Offloading Hose Line Appendix “C” - Competence and Training Requirements Appendix “D” - Taut Hawser Mode Operation Appendix “E” - Green Line Check List Appendix “F” - Telemetry Report Form Appendix “G” - Offshore Loading Form Appendix “H” - Sailing Advice Form


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1.0 - PURPOSE

This Guideline has been prepared by PETROBRAS-E&P and must be used as an aid

by the Production Assets Managements to prepare their Floating Production, Storage

and Offloading vessels Operational Manual ensuring that offshore loading operations

from in Campos Basin are conducted in a safe and efficient manner in accordance

with PETRÓLEO BRASILEIRO S. A. – PETROBRAS standards and to provide

operations integrity, general procedures and information to Ship Owners, Charters,

Captains of Shuttle Tankers and Petrobras’ Technicians.

This Guideline establishes operational standards to complement official literature,

Brazilian laws, international agreements or conventions to which Brazil is signatory,

which will prevail over this Guideline.

This document does not relieve any of the persons involved from using their own

technical experience or from conforming to the applicable National and/or

International laws and regulations at all times.

This is a living document. Suggestions and recommendations based on field

experience are welcome and can be sent to E&P-Corporative/Naval Architect

Management, addressed to [email protected] or by telephone on

number 55 21 2534 4657.


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mailto:[email protected]

REQUIRED KNOWLEDGE

All personnel onboard the DPST and other vessels are expected to posses all

necessary knowledge regarding the PETROBRAS procedures for operations,

including quick response to any emergency situation.

REFERENCES

The following documents have been used as a reference in the preparation of this

guidelines:

• International Safety Guide for Oil Tankers & Terminal – ISGOTT

• Guidelines for Vessels with DP System – IMO

• Offshore Loading Safety Guidelines – OCIMF

• Tandem Loading Guidelines – UKOOA

• Kongsberg Dynamic Positioning System Manual

• All related equipment manuals


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2.0 - COMPLEMENTARY DOCUMENTS

• “Degraded Status Criteria and Operational Limits” for DPSTs - Petrobras/DPPS.

• “DP Offloading Pre-Operational Check List” - Petrobras/DPPS.

• All SINPEP standards related to the offloading operations regarding safety,

environment, communications, maintenance, inspections, etc.


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3.0 - TERMINOLOGY

• AB - Assistant Boat – Boat used for the emergency hose string handling.

• BLS - Bow Loading System.

• BSW - Bulk Sediments and Water - Amount of sludge and water in the oil.

Generally given in percentile terms.

• CAPTAIN - Captain (MASTER) of a vessel.

• CCR - Cargo Control Room.

• DARPS – Differential Absolute and Relative Positioning System

• DGPS - Differential Global Positioning System – Absolute Position Reference

System

• DP - Dynamic Positioning System

• DPST - Dynamic Positioning Shuttle Tanker – A tanker fitted with a Dynamic

Positioning System, dedicated to offload oil from Offshore Terminals.

• DWT or TPB - Deadweight Tonnage.

• ECR - Engine Control Room;


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• EXCLUSION ZONES - These zones may extend from a distance between 700 m

to 1500 m around the F(P)SOs and are measured from their turrets. These zones

take into consideration the following: F(P)SO length overall; 150 m hawser and

Shuttle Tanker length overall.

• FPSO - For this Guideline, FPSO is a floating production unit monohull type, also

known as Floating, Production, Storage and Offloading System.

• FSO - Floating, Storage and Offloading System (no well production).

• GMDSS - Global Maritime Distress Safety System.

• IMO - International Maritime Organization.

• IMCA – International Marine Contractor Association.

• IMPA - International Maritime Pilots Association.

• MANIFOLD - A set of valves and intake/offtake connections terminating the

tanker’s piping system, generally located on deck amidships, that allows

connection to the submerged/floating hose lines.

• MAXIMUM WAVE HEIGHT (Hmax) - Defined as the probable highest wave related

to the height (Hs) by means of the expression Hmax = 1,86 * Hs.

• NI - Nautical Institute.

• NM - Nautical Mile.

• NMD - Norwegian Maritime Directorate.


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• NOR - Notice of Readiness.

• OESD - Offloading Emergency Shutdown – Emergency/Contingency Plan for

DPSTs equipped with BLS, which purpose is to allow stopping the oil flow from

the F(P)SO to the DPST, to disconnect the offloading hose line and to disconnect

the mooring system automatically or manually. The OESD comprises two stages:

OESD1 - coupler valve and inboard valve will be closed on the Shuttle

Tanker automatically or manually.

OESD2 - BLS offloading hose line and mooring system will be disconnected

on the Shuttle Tanker.

• OI - Offshore Installation – Floating Systems such as F(P)SOs, SBM, SBM-FSO,

SPU, or even drill ships or rigs which are producing, drilling, storing or transferring

oil inside Campos Basin Geographical Position.

• OIM - Offshore Installation Manager - Supervisor in charge of the operations on

board a F(P)SO or on the Stationary Production Unit if the operation is made

through a Monobuoy or a Monobuoy - Floating Storage and Offloading.

• OOW - Officer on Watch - Marine Officer responsible for the offloading operation

on the F(P)SO. Known as COEMB in the F(P)SO Internal Attribution Structure.

• OS - Operational Sector - Area pre-defined by operational limits in which

offloading operations can be accomplished. See section 7.2 for further

information.


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• OT - Offshore Terminal - installation from where offloading operations are carried

out such as F(P)SOs, a Single Buoy Mooring or combinations ( i.e., a Shuttle

Tanker moored to a Single Buoy Mooring and used as a FSO).

• OWNER – The DPST operators.

• PPE – Personal protection Equipment

• PRS - Positioning Reference System

• SBM - Single Buoy Mooring - A floating unit fitted with pipeline manifold and

facilities to moor a vessel and to import/export crude. It can be install in an open

sea area and allows a vessel to weather vane during oil transfer operations.

• SBM-FSO - Single Buoy Mooring - Floating, Storage and Offloading System - A

conventional tanker moored to a SBM. This tanker is used as a FSO.

• SBV - Standby Vessel - Vessels that can be used to assist the Shuttle Tanker and

the F(P)SO during the offloading operation. For further information, refer to

section 19 of this Guideline.

• SDS - Stern Discharge System.

• SIGNIFICANT WAVE HEIGHT (Hs) - Defined as the mean value of the highest

third of wave height measurements recorded from a wave-sensing device.

• SPU - Stationary Production Unit - A unit that depends on a F(P)SO, a SBM or a

SBM-FSO to flow its production. This unit can be a fixed platform, a semi-

submersible, a Tension Leg Platform or others.


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• TON - Metric Ton

• UHF - Ultra High Frequency.

• VHF - Very High Frequency.


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4.0 - DUTIES AND RESPONSIBILITIES

4.1 - DYNAMIC POSITIONING SHUTTLE TANKER CAPTAIN

Although the DPST Captain is fully responsible for the operations on board his

vessel, the operational guidelines herein established, and also the recommendations,

rules and procedures established by international organizations and associations

must be followed. Additional duties include:

• To perform the offloading operation, in normal conditions (BLS operational, all

thrusters running, etc.), in autonomous mode, which means, with no tugs or

mooring master assistance.

• To make certain that the tanker’s officers and crew who are directly involved with

the operation are familiar with all the procedures that are relevant for the

approach, mooring, positioning and departure operations.

• To make certain that the tanker’s officers and crew who are directly involved with

the loading operation are familiar with all the emergency procedures, and that

they are appropriately outfitted with PPE and safety equipment.

• The DPST Captain is responsible to comply with the Crew Competence and

Training Requirements established in this Guideline. Refer to Appendix “C” for

further information.

• To establish communication with the F(P)SO at least two hours before arrival of

the 10 nm zone.


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• To notify the F(P)SO that the DPST is ready to approach, in addition to notification

of when 10 nm zone is passed ( issue the NOR ).

• To make certain that there is a complete understanding by the F(P)SO and the

SBV (if any) regarding the approach and mooring plan, in addition to notifying the

F(P)SO about any faults in the DP system.

• To check the mooring equipment for any defects or faults. The condition of this

equipment must be reported to the F(P)SO. The F(P)SO shall keep a log of these

reports. Faults or damages in the mooring equipment, which may be of

significance to safety during loading operations, must also be reported.

• To establish continuous communications with the F(P)SO, which monitors the

loading operation when the tanker has been moored, positioned, and the hose

has been connected.

• To make sure that the cargo system on board has been checked and the right

valves are open before the F(P)SO is notified that the DPST is ready to start

loading.

• To notify the F(P)SO about the progress of the loading operation and the

estimated time of completion.

• To report every hour total cargo on board and last hour average rate.

• Hose and hawser tension must be monitored especially when the weather

conditions cause significant motions.

• To report immediately to the F(P)SO if an unforeseen situation, which affects the

DPST station keeping capability in any other way unable to remain connected.


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• To notify the F(P)SO when the DPST is ready to disconnect loading hose.

• To report to the F(P)SO when the DPST is clear of 500 meters zone.

• To carry out periodic emergency towing trials with the SBV according to section

19 of this Guideline.

• To assist DP acceptance or Annual Trials performed by Petrobras Technicians.

REMARKS:

For operation by the manifold amidships:

• The connection of floating hose string (emergency hose string) must be done

by the DPSTs crew;

• One AB will be supplied to aid the emergency hose string handling;

• The mooring master assistance is not required, excluding the cases where

required by the DPST Captain according to the OWNER procedures.


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4.2 - STANDBY VESSEL CAPTAIN

The SBV Captain is fully responsible for the operations on board his vessel.

Additional duties stated in this guideline do not relieve the SBV Captain from

conforming to the rules and regulations given by national and/or other legal

authorities. These additional duties include, but are not limited to:

• To make sure that the officers and crew that are involved with the operation are

familiar with all the procedures that are relevant for the mooring and positioning

operations.

• To make sure that the officers and crew are familiar with all the emergency

procedures and that they are appropriately outfitted with PPE and safety

equipment.

• To make all the necessary preparations before the operations as instructed by the

F(P)SO.

• Monitor the radio on the agreed working channel for communication between the

DPST and the F(P)SO.

• To help traffic monitoring around operational area (500 meters) in co-operation

with the DPST and the F(P)SO. If an unforeseen situation, which affects the

offloading safety all parties should be notified immediately.

• To report any faults in the Mooring or Offloading Systems to the F(P)SO.

• To assist the operations as instructed or ordered by the F(P)SO or the DPST

Captain.


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• Be prepared to provide emergency assistance at any time which may include:

1. Break in or failure of hawser, loading hose or other equipment.

2. Power failure on the DPST when required by the DPST Captain.

3. Collision.

4. Fire or explosion.

5. Oil spills.

6. Man-over-board.

7. Other possible emergency situations.

• To carry out periodic emergency towing trials with the DPST as instructed by the

F(P)SO or the DPST Captain according to section 19 of this Guideline.

• To pre-test all PRS prior DPST arrival (if it’s the case).


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4.3 - F(P)SO COORDINATOR - OIM

All the operations and routines in the F(P)SO are controlled and monitored on the

Operations Control Room. The OIM responsibilities should be described in this

chapter concerning the operations on board the F(P)SO and around it. These duties

may include but are not limited to:

• To make sure that the crew that is involved with the operation is familiar with all

the procedures that are relevant for the offloading operations in general.

• To make sure that the crew is familiar with the entire emergency procedures and

that they are appropriately outfitted with PPE and safety equipment.

• To make all the necessary preparations before the DPST arrives.

• To inform the Captain if any problems or irregularities with the Mooring and/or

Offloading System.

• To establish communication with the DPST Captain before entering 10 nm zone.

• To issue information report to the DPST in case of any changes on the mooring

equipment, buoys and other information that may be significance for navigation

within 10 nm zone.

• To inform the Captain if any problems or irregularities with the Positioning

Reference Systems on the F(P)SO.


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• Co-ordination and communication with the DPST Captain during positioning,

mooring operations or when the DPST casts off. In addition to notifying the DPST

Captain about any maneuvering restrictions that can affect the PRS effective in

use.

• Coordination of the SBV operation when necessary.

• Communication and co-ordination when the DPST is moored, positioned and

ready for loading operation.

• To give loading information and local weather report to the DPST Captain.

• To co-ordinate and receive DPST and SBV inspection and examination report to

the hawser messenger, hawser and offloading hose.

• Responsible for the oil transfer shutdown in an emergency situation.

• Responsible for the hawser and the hose string handling.

• Responsible for the maintenance, repairs and operation of the PRSs installed on

board.


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4.4 - OTHERS

• The responsibility for the protection and safety of the Offshore Installation relies

on the managers of the “Assets”, on the “Unidade de Negócios de Exploração e

Produção da Bacia de Campos (UN-BC)” and on the “Unidade de Negócios de

Exploração e Produção do Rio de Janeiro (UN-RIO)”.

• PETROBRAS does not take any responsibility for collision or any other damage to

an offshore installation due to:

Negligence of the navigation.

Steering gear failure.

Main engine failure.

Or any other technical problem that may occur on board the DPST.


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5.0 - CAMPOS BASIN GENERAL INFORMATION

5.1 - INTRODUCTION

The crude oil production from offshore terminals is always based on ships or pipeline,

and the alternative adopted by the operators depends on several aspects. The

Brazilian oil company, PETROBRAS, has used a system combining both alternatives

offshore Brazil. Nowadays, in Campos Basin for instance, more than 80% of the oil

production is conveyed by means of Shuttle Tankers.

The oil produced from “open seas” needs to be stored in specific units and systems

that offer large storage capacity. These units are usually called Offshore Terminals

(OTs).

On this section the geographical position of the main Offshore Terminals from where

DPST will offload is described.

5.2 - OILFIELDS LOCATION

Campos Basin Oilfields are located between 60 to 120 miles from Macaé City, in the

Southeast Region of Brazil. The water depth in Campos Basin ranges from 80 to

3000 meters.


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5.3 - CAMPOS BASIN GEOGRAPHICAL POSITION

The following coordinates give the geographical position of Campos Basin:

LATITUDE LONGITUDE

21° 28.0’ S 039° 47.0’ W

21° 55.0’ S 039° 13.0’ W

22° 56.4’ S 041° 11.0’ W

23° 21.2’ S 040° 38.2’ W


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5.4 - TYPES OF OFFSHORE TERMINALS IN CAMPOS BASIN

In PETROBRAS the oil production activities using Offshore Terminals and Shuttle

Tankers have been following the development of Campos Basin Oilfields. Most part

of the crude production is offloaded through Conventional or DP Shuttle Tankers,

thus this operation is a critical link in the “productive chain”. Depending on the hull

shape and the arrangement of the anchoring system, the OT assumes a heading

according to the resultant of the environmental forces acting upon their hulls and

structures above main deck. Their draft variations give them great sensibility on the

incidence of the environmental loads.

In the offloading condition the system OT-DPST is submitted to the winds, current

and waves loads, with different intensities and incidence angles, greatly dependent

on the draft changes of both vessels. Special attention must be given to the ships

dynamics because of the large excursions that may happen (Fishtailing phenomena).

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5.4.1 - SBM

GEOGRAPHICAL POSITION SBM FIELD SPU

LATITUDE LONGITUDE

IMODCO- 3 MARIMBA STANDBY 22o 41’12”S 040o 39’54”W

EMH-1 BICUDO STANDBY 22o 43’54”S 040o 41’36”W

SBM-1 CORVINA P-09 22o 34’24”S 040o 33’12”W

IMODCO-4 MARLIM STANDBY 22o 20’06”S 040o 12’24”W

SBM-5 MARLIM P-19 22o 20’30”S 040o 12’42”W

SBM-4 CARAPEBA STANDBY 22o 14’18”S 040o 20’12”W

Table 5.1 – SBM Offshore Terminals

REMARK: As a safety measure, this type of offshore Terminals cannot be offloaded

with the vessel operating in DP mode. Refer to Campos Basin Oil Transfer Manual

for Conventional Shuttle Tankers for more information on this type of Offshore

Terminal and operating procedures.


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5.4.2 – F(P)SO

Among Offshore Terminals, F(P)Sos have gained more importance during the last

years as new fields have been discovered in water depth up to 2000 meters. Tankers

have been converted into F(P)SO’s and used as Stationary Production Units and

Offshore Terminals.

The oil production is stored in a Floating Production Storage and Offloading unit

(generally a VLCC converted) and the offloading is made by Shuttle Tankers

(generally converted ships).

The anchoring of this F(P)Sos is made, in the majority, by a turret system that allows

these units to weather vane and enables a constant flow of crude oil from the field to

be received and keep in storage for transportation by DPSTs. The anchor lines are

connected to the turret through chain stoppers.

The DPST is moored to the F(P)SO by the bow through a 150 meters long mooring

hawser. For more details on the Mooring arrangement, see Appendix “A”.

The oil transfer is made through a line of submarine hoses with 23 sections. For more

details on the offloading hose line, see Appendix “B”.


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GEOGRAPHICAL POSITIONOFFSHORE TERMINALS FIELD SPU

LATITUDE LONGITUDE P-31

(FPSO) ALBACORA P-25 22o07’42.2”S 039o58’04.7”W

P-32 (FSO) MARLIM–2 P-18, P-19,

P-20 e P-27 22o20’49.2”S 040o14’30.4”W

P-33 (FPSO) MARLIM–3 P-33

P-26 22o22’13.9”S 040o01’36.2”W

P-34 (FPSO)

(*) BARRACUDA P-34 22o34’25.3”S 040o15’50.8”W

P-35 (FPSO) MARLIM–4 P-35 22o26’07.1”S 040o04’10.2”W

P-37 (FPSO) MARLIM P-37 22o29’00.6”S 040o05’50.0”W

P-38 (FSO) MARLIM-SUL P-40 22o33’27.6”S 040o07’20.7”W

P-47 (FSO)

MARLIM (future) - 22o20’29.2”S 040o11’41.3”W

FPSO BRASIL RONCADOR FPSO BRASIL 22o13’01.7”S 040o20’58.6”W

FPSO ESPADARTE ESPADARTE FPSO

ESPADARTE 22o42’29.8”S 040o27’40.1”W

Table 5.2 - F(P)SO Offshore Terminals

(*) - P-34 is not fitted with Positioning Reference Systems.


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5.4.3 - SBM-FSO

GEOGRAPHICAL POSITIONOFFSHORE TERMINALS FIELD SPU

LATITUDE LONGITUDE JURUPEMA

(FSO) (*)

MARLIM MARLIM SPUs 22o20’06.0”S 040o11’07.0”W

Table 5.3 – SBM-FSO

(*) Operating as a FSO moored to SBM-5. (SBM-FSO)

REMARK: As a safety measure, this type of offshore Terminals cannot be offloaded

with the vessel operating in DP mode. Refer to Campos Basin Oil Transfer Manual

for Conventional Shuttle Tankers for more information on this type of Offshore

Terminal and operating procedures.


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5.5 - OFFSHORE TERMINALS TECHNICAL INFORMATION

OFFSHORE TERMINALS FIELD

WATER DEPTH

(m)

DPST MAXIMUM

DWT EMERGENCY CONNECTION SDS

P-31 ALBACORA 330 160.000 16” 20”

P-32 MARLIM-2 160 160.000 16” 20”

P-33 MARLIM-3 810 160.000 16” 20”

P-34 BARRACUDA 840 60.000 16” -

P-35 MARLIM-3 810 160.000 16” 20”

P-37 MARLIM 960 160.000 16” 20”

P-38 MARLIM SUL 1015 160.000 16” 20”

P-47 MARLIM 190 160.000 - 20”

FPSO ESPADARTE

ESPADARTE 800 140.000 - 20”

FPSO BRASIL RONCADOR 1290 160.000 - 20”

Table 5.4 - Offshore Terminals Technical Information

REMARK: For further information on the terminal, consult specific manual of each

OT.


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6.0 - DPST OPERATIONAL REQUIREMENTS

In this item are related the basic requirements for mooring equipment, the offloading

hose line handling systems, the personnel’s transfer system and the working area

illumination on board the DPST.

6.1 - WINCHES

6.1.1 - TRACTION WINCH

The following minimum performance requirements for the traction winch are:

• Pull-in speed of the mooring system (traction winch) - 36 m/min • Minimum pull-in speed of the offloading hose line - 15 m/min • Capacities of traction at 15 m/min – 500 kN pull SWL

6.2 - CHAIN STOPPER

It is recommended the use of a chain stopper for the chafing chain with hydraulic

quick-release device adequate to the DPST size (OCIMF recommendations).

Through the chain stopper should freely pass a standard 76 mm diameter stud link

chain and associated fittings when the chain engaging pawl or bar is in the open

position.


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6.3 - REQUIREMENTS FOR TOWING ASSISTANCE

6.3.1 - EMERGENCY TOWING ARRANGEMENT

The DPST must be fitted with an approved emergency towing arrangement on aft

deck ready to be used manually even in a black out situation.

6.3.1.1 - EMERGENCY TOWING ARRANGEMENT TEST

The DPST must test its Emergency Towing Arrangement at least once every 3

months. The Captain of the DPST is responsible to ensure that the test is carried out

according to section 19 of this Guideline and recorded in the proper logbooks.

REMARK: see section 19 (item 19.6) for more details.

Every test should be eye witnessed by a Petrobras Representative.

6.3.2 - AIR GUN AND TOOLS

The DPST should have an air gun and suitable tools for the Emergency Towing

Arrangement operation on the poop deck.


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6.4 - WORKING AREAS ILLUMINATION

Working areas such as the manifold area, the forecastle deck and the area around

the chain stopper and the BLS must be adequately illuminated.

The DPST must be fitted with searchlights on the forecastle deck and on the bridge with minimum reach of 250 m.The DPST must be fitted with emergency lights on the following areas:

• Aft deck. • Bridge. • Forecastle. • CCR. • ECR.

6.5 - MESSENGER LINES

The DPST must be fitted with two (02) polypropylene messenger lines 10 inch of

circumference and 220 m length each and one (01) polypropylene messenger line 06

inch of circumference and 220 m length. These lines are used for both, mooring

hawser and offloading hose line handling.


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6.6 - PERSONNEL TRANSFER

The DPST must be fitted with a proper crane to transfer personnel in a safe manner

through a “Personnel Basket Transfer”.

The total height of the “Personnel Basket Transfer” and its fittings can not exceed 10

meters.

The requirements of the “personnel Transfer Crane” are the following:

• Minimum outreach = 15.0 m.

• Hoist velocity = 80 m/min.

• Minimum workload (at the maximum outreach)= 1.5 ton.

• It must be able to rotate freely within 340° (Slewing angle = 340°, Slewing speed

= 0 – 1.4 rpm).

• It must be able to work under roll ranging from –5° to + 5°.

6.7 - ACCOMMODATIONS

The DPST should have enough accommodation for a minimum of 02 (two) Petrobras

E&P Representatives, which can assist the operation eventually.

6.8 - AIR GUN AND ACCESSORIES

The DPST should have an air gun and adequate tools for the transferring of the

messengers on the forecastle deck.


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The minimum required performance of the air gun and accessories are as follow:

• Range = 90 to 140.0 m. • Projectile = Rubber Type. • Shooting Line = At least 150 m. • Air bottle = At least 4 shoots before reload.

7.0 - SAFETY IN OPERATIONS

7.1 - ENVIRONMENTAL CONDITIONS

The environmental conditions in Campos Basin can, in general, be considered fairly

good, tending along the year to have the behavior informed in the following table.

MONTHS DESCRIPTION

November to March Fairly good

April to June Variable

July to October Severe weather conditions


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7.1.1 - WINDS

Northeast winds prevail in Campos Basin with intensity of 16.5 knots (8.5 m/s) in

average. Northeast winds of 40 knots (20.6 m/s) have been normally observed.

Special care has to be taken during offloading operations with cold masses coming

from southwest, bringing sudden wind changes in direction (from NE to SW in less

than one hour) and intensity (gusts up to 55 knots or 28.3 m/s). This phenomenon is

more likely to happen in autumn (March to May) and spring (September to

November).

RETURN PERIOD (YEARS) DIRECTION

1 10 20 30 50 100

N 19.63 23.35 24.75 25.58 27.61 29.01

NE 19.19 23.34 24.86 25.76 26.89 28.42

E 16.92 18.75 19.21 19.77 20.78 21.18

SE 15.85 21.26 23.14 24.25 25.63 27.01

S 18.81 23.90 25.99 27.21 28.75 30.84

SW 19.01 23.30 25.29 25.46 27.93 29.98

W 16.05 22.12 24.23 25.46 27.01 29.11

NW 13.14 17.41 18.96 19.86 21.00 22.54

Table 7.1 - Wind – Return Period (Years)

Data: Campos Basin Meteorological Stations


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7.1.2 - WAVES

Taking into consideration the probability of individual wave heights occurrences,

northeast waves prevail with significant wave heights (Hs) varying from 0.5 to 1.0 m.

According to the meteorological and oceanographic data from Campos Basin,

considering the return period in which it is probable to have a certain sea state

represented by {Hs, Tp}, the following data is obtained:

RETURN PERIOD (YEARS) DIRECTION PARÂMETER

1 10 30 50 100 Hs (m) 4.20 5.20 5.70 6.00 6.30

N TP (s) 8.71 9.28 9.58 9.76 10.00 Hs (m) 3.90 4.70 5.00 5.20 5.40

NE TP (s) 8.54 8.99 9.16 9.28 9.40 Hs (m) 3.70 4.20 4.40 4.50 4.70

E TP (s) 8.89 9.05 9.11 9.14 9.21 Hs (m) 4.50 5.50 6.00 6.30 6.70

SE TP (s) 10.29 10.76 11.00 11.15 11.35 Hs (m) 5.10 6.10 6.50 6.70 7.00

S TP (s) 13.26 14.00 14.31 14.46 14.70 Hs (m) 5.70 6.90 7.30 7.50 7.80

SW TP (s) 13.70 14.62 14.94 15.10 15.35 Hs (m) 3.00 4.00 4.20 4.40 4.60

W/NW TP (s) 8.06 8.14 8.16 8.17 8.19

Table 7.2 - Waves – Return Period (Years)


REMARK: Special attention must be given to a critical condition for the F(P)SO

operation which occur when heavy winds and local waves come from a specific

direction and the swell is deflected 90º, this may cause large roll motions to the

F(P)SO.


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7.1.3 - CURRENT

The “Brazil Stream” moves south along the Brazilian coast. It exerts a lot of influence

in Campos Basin area especially in water depths of 200 m. In spite of being stable,

available data show that some oscillations have occurred and sometimes even

incidence inversions probably associated with cold fronts and other meteorological

and oceanographic phenomenon have happened.

Recorded data from different Campos Basin small areas show that there is more

concentration of currents moving south with speed of 0.8 m/s (1.5 knots). However,

current speeds up to 1.5 m/s (aprox. 3.0 knots) moving south have also been

frequently recorded.

RETURN PERIOD (YEARS) DIRECTION

1 10 20 30 50 100

N 1,01 1,25 1,32 1,35 1,40 1,45

NE 0,85 1,02 1,07 1,09 1,13 1,17

E 0,85 0,98 1,02 1,04 1,07 1,10

SE 1,54 1,77 1,83 1,86 1,91 1,96

S 1,53 1,78 1,84 1,87 1,93 2,02

SW 1,31 1,67 1,76 1,81 1,88 1,97

W 0,97 1,15 1,20 1,23 1,26 1,31

NW 0,68 0,88 0,93 0,97 1,00 1,05

Table 7.3 - Current – Return Period (Years)



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7.2 - OPERATIONAL SECTORS AND LIMITS

7.2.1 - OPERATIONAL SECTOR

GREEN ZONE: Sector within the DPST is allowed to weathervane freely while

offloading the F(P)SO. The limits for normal offloading operations are ± 45 degrees of

relative heading from the Offshore Terminal center line.

YELLOW ZONE: Sector within the DPST is allowed to remain time enough just for

the Captain to attempt bringing the vessel back to the GREEN ZONE using the

resources available at the moment. When the vessel reaches the 60 degrees mark,

the DPST Captain will inform the F(P)SO OIM requesting the interruption of the

offloading immediately. The DPST Captain should initiate the first stage of the

offloading emergency shutdown procedure (OESD1). The DPST should be ready in

case the situation becomes worse, to actuate the emergency disconnection of the

BLS offloading hose line and the disconnection of the mooring system using the

emergency shutdown procedure (OESD2).

RED ZONE: Sector within the DPST is not allowed to stay. When the vessel reaches

the 70 degrees mark, the Captain should execute immediately the emergency

disconnection of the BLS offloading hose line and the disconnection of the mooring

system – OESD2. In this case the DPST crew must be prepared to work safely

according to an emergency situation readiness. Under no circumstance the DPST

should remain within the RED ZONE.


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7.2.2 - MINIMUM DISTANCE BETWEEN THE F(P)SO AND THE DPST

DURING APPROACH

Figure 7.2 - Minimum Distance


7.2.3 - ENVIRONMENTAL LIMITATIONS

The table below shows the limitations due to environmental conditions.

ACTIVITY DESCRIPTION WORST ACCEPTABLE OPERATING CONDITION

Wind 40 knots

Wave height 3,5 m Hs

Wave Peak Period 9 s

Power Generation and Propulsion

80 % of the power generation and propulsion in a continuous base.

Visibility <1 nm

Approach and mooring may begin providing: • The visibility is more than 1000 meters

ahead DPST bow • The radar and reference systems ( DGPS )

are operating correctly • The DPST Captain and F(P)SO agree it is

safe to do so

Approach and mooring

Visibility < 1000 m DPST Captain, SBV and F(P)SO must together evaluate and agree upon whether safe conditions exists

Wind 50 knots

Wave height 3,5 m Hs

Wave Peak Period 9 s Oil Transfer

Power Generation and Propulsion

90 % of the power generation and propulsion in a continuous base.

Table 7.1 - Environmental Limitations

REMARK: Weather conditions stated in the alert state shall prevail during offloading

operations.


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7.2.4 - TENSION ON THE MOORING SYSTEM (HAWSER)

It is mandatory that any DPST in charge of an OT offloading must be provided with

“Hawser Tension Monitoring System”.

Tension on the hawser can also be monitored on board the F(P)SOs. Readings must

be followed by the F(P)SO OIM and the DPST Captain especially under heavy

weather conditions.

Under normal circumstances, the hawser maximum tension will be set at 100 tons.

An alarm will sound on the F(P)SO control station, on the DPST Bridge and BLS

Station if the tension reaches this figure.

In event of the tension exceeding 100 tons, the loading operation will be terminated

and disconnection will take place.

Immediate shut down of the loading operation and disconnection of the offloading

hose line is required in the event of a mooring hawser or any other mooring system

component failure.


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7.2.5 - DISTANCE AND HAWSER TENSION LIMITATIONS DURING

OFFLOADING

RELATIVE DISTANCE DPST x FPSO

(DP and Relative PRS) HAWSER TENSION

(tons) ACTIONS

90 m OR LESS --- RED ALARM NEAR

ACTUATE “OESD-2” (Release Hose on BLS)

RELEASE HAWSER

90 < L < 100 m --- YELLOW ALARM NEAR

STOP PUMPING ACTUATE “OESD-1”

(Close Valves on BLS)

100 < L < 110 m --- CONTACT FPSO

PREPARE TO STOP PUMPING

110 < L < 120 m --- PROXIMITY WARNING STAY ALERT

120 m ---

LOWER LIMIT FOR OFFLOADING

145 to 155 m < 5 ton NORMAL OFFLOADING

165 m 30 < T < 60 ton STAY ALERT

60 < T < 100 ton CONTACT FPSO

PREPARE TO STOP PUMPING

MORE THAN 170 m T = 100 ton YELLOW ALARM FAR

STOP PUMPING ACTUATE “OESD-1”

(Close Valves on BLS)

TENSION OVER 100 ton RED ALARM FAR

ACTUATE “OESD-2” MANUALLY AND

DISCONNECT HAWSER


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7.3 - OFFLOADING SHUTDOWN SYSTEM

The Offloading Emergency Shutdown System (OESD) is a set of dedicated

sequences of actions to prevent incidents in case of emergency situations during

offloading operations. There are two categories of OESD.

• Offloading Emergency Shutdown Class I – OESD I • Offloading Emergency Shutdown Class II – OESD II The OESD is always interlocked with the loss of the “Green Line” Status. OESD I

Coupler valve and inboard valve on the DPST will close automatically or manually, in

the event of one or more abnormalities described as follows. If necessary, the DPST

must be able to on short notice to disconnect and leave the 500 m zone.

NOTE: The DPST must ensure that the inboard valve does not close before coupler

valve.

MANUAL OESD I

Generally, pushbuttons to activate OESD I manually are located on the DPST in the

following stations:

• Bridge station (mandatory) • BLS station • CCR


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An Offloading Emergency shutdown class I may be initiated manually as result of:

• Oil Spill. • Degraded Status or positioning lost in the shuttle tanker DP system. • Damage/breakage in hawser or loading hose. • Danger of collision. • Fire or explosion. • Drive off on the DPST. • Black out and drift off in the DPST. • Exceeding hawser tension pre-established. AUTOMATIC OESD I

An automatic OESD I will occur on the following circumstances:

• Loading pressure in the manifold lines ≥ 7 bars. • Hose probe is not exactly in position. • Unlocking of the chain stopper. • Unlocking of the coupler claws. • Closing manifold valve. • Closing inboard valve.


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OESD II

Coupler valve and inboard valve on the DPST will close. Once completed OESD I

sequence, hawser chain stopper and BLS connector will open thus releasing hawser

and hose. After disconnection DPST must leave the 500 m zone.

An OESD II can only be initiated manually from the DPST and will result in the

following:

• Initiation of OESD I (if not initiated yet). • Sprinkler system in bow manifold area will be released. • Fire dampers in ventilation system for hydraulic room will close. • Emergency disconnection offloading hose, claws open. • Chain stopper opens, and mooring hawser will be released.

UNDER NORMAL CIRCUNSTANCES OESD II CANNOT BE USED. OESD II MUST BE USED ONLY IN EMERGENCIES OR FOR TESTING PURPOSES.


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BACK-UP OESD I or II ACTUATION In the event of an electrical and/or hydraulic system failure, OESD I or OESD II must

be performed by manual valves, through UPS (control panel) and/or the hydraulic

accumulators on the local station.

Before “manual” (back-up mode) OESD II is used, the buttons for OESD I must be

activated to cancel interlock systems.

OFFLOADING EMERGENCY SHUTDOWN CLASS I TEST.

Testing the Offloading Emergency Shutdown Class I sequence can be performed

from the following locations on the Shuttle tanker:

Bridge (mandatory) •

•

•

Cargo Control Room

Forecastle

The OESD I test is performed after the “Green Line” has been established.


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To perform an OESD I test the following steps are required:

STEP ACTION

1 On the signal from F(P)SO perform the OESD I test

2 Check for any abnormality

3 Verify the result

4 Reset the OESD I

5 Re-align the “Green Line”

6 Commence offloading

7 Log results of test in appropriate log book

NOTE: The OESD I test should be carried out before every offloading operation.

OFFLOADING EMERGENCY SHUTDOWN CLASS II TEST.

After every fifth loading at F(P)SO, weather permitting, the DPST will perform a

Offloading Emergency Shutdown Class II (OESD II) test prior to “letting go”.

The test must be conducted at least every six months.


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The following steps must be observed to perform OESD II:

STEP ACTION

1 Ensure the hose and mooring hawser on the DPST are connected

and under tension.

2 Ensure the brake on the traction winch has been set on.

3 Ensure the traction winch has been shackled in and the forecastle

deluge isolated.

4 Ensure that the DPST manifold and inboard valves are open.

5 Ensure the valve located on the poop deck of F(P)SO is in open

position.

6 When all parties are ready, perform the OESD II test.

7 Log results of test in appropriate checklist

The procedures to carry on the OESD II test are stated in Bow Loading System

operator manual.

OESD II TEST WARNING

WARNING: It is essential that the hose and mooring hawser are connected and tensioned, and that the traction winch is shackled-in prior to commencing OESD II test.

Failure to do so may result in severe damage to equipment and/or personnel.


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VALVE SEQUENCE

To limit pressure surge in the cargo piping, valves associated with offloading

operations should have preset closing times, which ensure correct closure sequence,

as showed in table below:

VALVE TIMING

Coupler valve 21-26 seconds

Inboard valve 25-30 seconds

Remaining cargo valves > 35 seconds

Closing time for cargo valves; inboard valve and coupler valve shall be tested

regularly according to internal checklist.

In order to limit pressure chock, the minimum closing time for the valves above shall

be preset to a minimum 21 seconds.

Closing time for inboard valve shall be approximately 3 seconds longer than the

actual closing time for the coupler valve.

Total time for OESD II should be around 35 seconds. If OESD I has been used first,

activating OESD II will release hose and hawser in about 8 seconds.

In both cases (OEDS I or OESD II), SBV may assist as ordered by the DPST.


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7.4 - ALERT STATE

The Alert State is given by rough environmental conditions that threaten the safety of

the OTs, the SPUs and the DPSTs during the offloading operations. The main

objective of the alert state is to raise the safety level and prevent damage to the OI,

to the DPST and oil spill.

The Alert State comprises three stages:

Alert State One: begins when the wind reaches a velocity of 40 knots. The F(P)SO

OIM, the DPST Captain and the SBV Captain (if any) have to maintain constant

watch on the VHF, channel 16. The F(P)SO shall be ready to stop the offloading

operation to the DPST at any time.

Alert State Two: begins when the wind reaches a velocity of 45 knots. The DPST

Captain has to initiate the first stage of the offloading emergency shutdown

procedure (OESD I). The DPST has to be ready to initiate the emergency

disconnection of the BLS offloading hose line and the disconnection of the mooring

system using the emergency shutdown procedure (OESD II).

Alert State Three: begins when the wind reaches a velocity of 50 knots. The DPST

has to execute an immediate emergency disconnection of the BLS offloading hose

line and the disconnection of the mooring system – (OESD II).

COMPLEMENTARY REMARKS: All personnel shall return to their routine in case

the Alert State is interrupted during the Alert State One. If the Alert State is

interrupted in the second or third Alert State, the F(P)SO OIM shall be consulted on

the actions to be taken.


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7.5 - GREEN LINE

DESCRIPTION

The Bow Loading System (BLS) is equipped with a “Green Line” system that is the

name used for the functions and interlocks which need to be present to allow for

pumping oil. The way a “Green Line” is presented on the BLS control panel easily

allows the operators involved in the offloading to know the actual status of the

equipment. When the offloading system is connected and ready for operation, a

READY lamp on the control panel located in BLS Station, CCR and bridge is

illuminated. It is followed by the activation of the PERMIT TO LOAD pushbutton on

the DPST. Also, when a telemetry system exists, it’s interlocked with the “Green Line” system.

In order to achieve the “Green Line Status” all the following requirements must be

met:

LOCATION CONDITION

• Chain stopper closed

• Bow roller stowed

• OHTP in correct position and hydraulic claws locked

• OHTP (manifold ) valve open (Coupler Valve)

• Inboard valve open

• Cargo tank open

• Crude oil press normal (≤ 7 bar)

• OESD I or OESD II not activated

• Hydraulic accumulator pressure normal (above 180 bar)

DPST

• Permit to load activated


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LOCATION CONDITION

• Mooring bracket shackled out

• Tension meter for hawser connected

• Hose reel band brake engaged

• Tension meter for hose connected

• OESD I or OESD II not activated

F(P)SO

• Export valve open

GREEN LINE CHECKLIST

REMARK: See Appendix “E” – Green Line checklist for further instructions.

GREEN LINE STATUS

A green lamp will be illuminated for each of the above conditions when fulfilled. When

all of the above conditions display a green lamp, “Green Line” status is achieved

and PERMIT TO LOAD may be activated.

BREAKING GREEN LINE

The above “Green Line” conditions are automatically monitored and the “Green Line” will be broken if any condition register a fault. This will initiate an OESD I.


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7.6 - TELEMETRY SYSTEM

It’s being implemented by Petrobras.

REMARK: See Appendix “F” - Telemetry Report Form

7.7 - PERSONNEL TRANSFER

Personnel’s transfer should be made exclusively by means of the “Personnel

Transfer Basket”.

All the operations should be made with safety, following the appropriate procedures

and using the recommended equipments.

TRANSFER BY BASKET

The transfer should be made using the “Personnel Transfer Basket”. This operation

should be made only in DPSTs that have the resources and qualified personnel to

work with this equipment.

The basket shall be provided by PETROBRAS and its integrity carefully verified

before each transfer operation.

The basket is fitted with steadying lines to control its swing due to the DPST roll. The

crane operator shall verify whether the landing point on both AB and DPST are clear


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in order to prevent accidents. The landing area should be manned by personnel

enough to support the operation.

Luggage shall be accommodated inside the basket and personnel shall stand up on

the lower floating circle and get hold of the ropes facing each other. Only 4 people

can be transferred each time. The crane operator must ensure that the transfer

operation will be carried out in a safe manner. Both the crew in the AB and in the

DPST shall guarantee that the steadying lines and the basket are free from any

obstruction.

Personnel to be transferred to the DPST shall be using their life-jackets during all the

transfer. Two lifebuoys with self-igniting light shall be positioned close to the landing

point on the DPST deck.

A responsible officer on the DPST shall take control of the whole transfer operation.

General Remarks:

In all PETROBRAS installations and facilities and before boarding helicopters or

vessels, everyone, including crew members, are subjected to personal search. It’s

forbidden to transport the following items:

• Blades and fire arms; • Explosives and ammunition; • Narcotics or drugs; • Alcoholic beverages; • Animals; • Food; • Unauthorized photogragh equipment;


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7.8- HELICOPTER OPERATIONS

The F(P)SO OIM, the DPST Captain and the SBV Captain shall be advised in

advance about any helicopter operation close to their vessels specially while

offloading.

ON THE F(P)SO

• Flights shall not be scheduled during approach, mooring, unmooring and

departure of the DPST.

• Operations won’t be allowed with helicopters during the offloading hose line

connection / disconnection.

ON THE DPST

• Flights shall not be scheduled during approach, mooring, unmooring and

departure of the DPST.

• Operations won’t be allowed with helicopters during the offloading hose line

connection / disconnection.

DPSTs fitted with flight deck or winching area should have qualified personnel,

equipments and appropriate procedures, following the rules and applicable

international regulations to operations of that nature.

The DPST should get approval from the Brazilian Navy Authorities to use the flight

deck or winching area.


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Helicopter operations on the DPST during offloading can only be accomplished if

agreed with the F(P)SO OIM and under the following conditions:

• Offloading must be stopped. • Cargo tanks pressure reduced and the vent posts closed. • In accordance with the ICS “Guide to Helicopter/Ship Operations”.

7.9 - SPUs IDENTIFICATION LIGHTS

ON THE OFFSHORE INSTALLATION

The appropriate lights and shapes shall be shown as per the International

Regulations for Prevention of Collision at Sea.

All OIs are fitted with white flashing light with a range of 10 nautical miles. The SPUs

are fitted with additional white lights as a back up and these lights are fed through a

battery system. These lights give a flashing Morse “U” signal (.. - ) once every 15

seconds.

ON THE DPST

The appropriate lights and shapes shall be shown as per the International

Regulations for Prevention of Collision at Sea.

When connected to the OI, the DPST is “made fast” and does not require navigation lights.


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7.10 - WEATHER FORECAST

Weather forecast reports can be faxed or e-mail from an Offshore Installation or from

shore bases to the DPST and SBV Captain (if any) during the operation.

Alternatively, weather forecastle information can be obtained from the following

sources:

Brazilian Navy: access internet - www.dhn.mar.mil.br/chm/meteo/inst/index.htm •

National Space Research Institute: access internet - www.cptec.inp.br •

7.11 - FIRE-FIGHTING EQUIPMENT

The requirements for ships’ fire-fighting equipment are laid down by the regulations of

the particular country in which the vessels are registered. These regulations are

generally based on the principles of the International Convention for the Safety of Life

at Sea (SOLAS), 1974, as amended.

Immediately before, or on arrival of a DPST to any F(P)SO, several actions regarding

the use of fire-fighting equipment during oil transfer operations must be accomplish

according to International Regulations, such as ISGOTT or Particular Country

Regulations.

A check should be made to confirm that both the DPST and the F(P)SO have an

international shore fire connection to transfer of water for fire-fighting.


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The F(P)SO and the DPSTs fire-fighting appliances should be operational and ready

for immediate use. The main fire line should be pressurized. The fire pump should be

in a standby condition and ready for immediate operation.

7.12 - RESTRICTED AREAS TO NAVIGATION

WARNING I Under no circumstance the vessel will be allowed to drop anchor inside Campos

Basin area and other forbidden or restricted areas according to Naval Authority

(nautical chart nº 70 Brazilian East Coast).

WARNING II Special attention should be paid to marking buoys within an area called “Submarine

Storage Area 5”.


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GEOGRAPHIC POSITION OF SUBMARINE STORAGE AREAS AREA 1 – FLEXIBLE PIPELINES

LATITUDE LONGITUDE

22o11’57.71”S 040o17’59.56”W

22o11’59.07”S 040o15’04.98”W

22o14’57.91”S 040o15’06.57”W

22o14’56.11”S 040o18’53.60”W

AREA 2 – FLEXIBLE PIPELINES

LATITUDE LONGITUDE

22o10’08.26”S 040o22’20.38”W

22o10’10.21”S 040o18’23.01”W

22o12’52.18”S 040o19’39.59”W

22o14’12.14”S 040o20’55.14”W

22o14’12.14”S 040o22’19.26”W


LATITUDE LONGITUDE

22o15’32.70”S 040o29’50.66”W

22o15’33.32”S 040o28’42.55”W

22o20’56.81”S 040o28’45.95”W

22o17’53.08”S 040o37’19.37”W

22o17’40.07”S 040o37’19.22”W

22o17’40.15”S 040o28’40.39”W


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LATITUDE LONGITUDE

22o30’06.17”S 040o37’26.14”W

22o30’05.39”S 040o33’15.95”W

22o33’46.52”S 040o35’57.70”W

22o34’28.27”S 040o36’48.95”W

22o34’52.29”S 040o37’25.99”W

AREA 5 - ANCHOR HANDLING MATERIALS

LATITUDE LONGITUDE

22º41’59.67”S 040º56’09.42”W

22º40’57.98”S 040º55’09.00”W

22º42’39.30”S 040º53’01.82”W

22º52’31.54”S 040º53’06.45”W

22º52’29.40”S 040º56’05.34”W

Table 7.2 - Storage Areas


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8.0 - COMMUNICATIONS

During any offloading operation a good communication must be established between

the OT and the DPST, using at least by two radio channels that should be tested

before starting every operation in order to assure an effective and continuous

communication between the units. Also, communications must be conducted in

Portuguese or in reasonable English in order to avoid misunderstanding.

8.1 - COMMUNICATION EQUIPMENT

8.1.1 - MAIN RADIO STATION

The F(P)SO and the DPST must be fitted with GMDSS equipment.

8.1.2 - CCR, BRIDGE AND BLS STATION

During the operation the F(P)SO and the DPST should keep watch on two VHF

channels, channel 16 and a nominated channel for the operation. The DPST must

have VHF radios in the CCR, bridge and on the BLS forecastle of the DPST. Portable

VHF radios must be provided to the crew involved in the operation, including to an

eventual Petrobras Representative.


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8.2 - ESTABLISHING COMMUNICATION

8.2.1 - INITIAL CONTACT

Once assigned to offload an OT, the DPST must contact the F(P)SO to provide an

estimated time of arrival (ETA). This contact can be made by VHF (Channel 16), SSB

(Frequency 4125.0 MHz), telephone or e-mail.

8.2.2 - SECONDARY CONTACT

Two hours before entering the 10-nm zone, the DPST will contact the F(P)SO on

VHF Channel 16, SSB (Frequency 4125.0 MHz) or by telephone to provide latest

details regarding position and ETA.

REMARK: The schedule and the location for the towing trials will be agreed between

the DPST, the F(P)SO and the SBV (if any) on this contact, if the trial is applicable.

8.2.3 - WORKING CHANNEL

When 10-nm has been reached a contact between the ST, SBV (if any) and F(P)SO

must be established on VHF. A channel will be nominated as the working channel.

Information related to section 11.3 must be exchanged.


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8.2.4 - VHF COMMUNICATION

The communication between the DPST, the SBV (if any) and the F(P)SO using VHF

will be made during the following activities:

• Approaching • Mooring • Connection • Offloading • Disconnection • Departure

8.3 - NOTICE OF READINESS

END SEA PASSAGE

The DPST ends the sea passage upon reaching the 10-nm zone surrounding the OT.

Assuming that the DPST is ready for loading, the Notice of Readiness (NOR) will be

issued and communicated to the F(P)SO.

The time that NOR was received must be logged on appropriate report under “Notice

of Readiness Tendered” (NORT).

The communication will be made using the links described above.


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8.4 - INFORMATION TRANSFER

Once entering the 10-nm zone, communication between all parties will take place on

the nominated channel and must be limited to the information necessary for the

operations, including:

• Information about mooring equipment and offloading system conditions.

• Information exchange during mooring.

• Commence offloading.

• Exchange cargo data during loading (quantity loaded, loading rate and quantity to

be loaded).

• Request and confirm on cargo pumps stop.

• Exchange information during disconnection and unmooring.

• Ready to let go.

• Requesting free passage in proposed direction.

8.4.1 - DURING OPERATION

During operation, communication between the units is of vital importance to allow

safe work. It’s necessary to make sure that the personnel on the DPST and on the

F(P)SO are aware of the complexity and limitations of the vessel and the operation.

During operation is very important that the units are considered as one system rather

than isolated (DPST + F(P)SO). In this way, joint efforts must be made to address the

situation, analyze the operation and together take a decision.


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8.4.2 - HOURLY INFORMATION TRANSFER

The information that will be exchanged between the DPST and F(P)SO on a hourly

base is showed below:

INFORMATION VESSEL

Wave height and period F(P)SO

Wind speed and direction F(P)SO

Total of cargo loaded, loading rate and total of cargo to be

loaded.

DPST

F(P)SO

Average hawser tension during last hour DPST

Maximum hawser tension during last hour DPST

REMARK: See Appendix “G” - Offshore Loading Form for further instructions.

8.5 - DEPARTURE

The DPST will inform the F(P)SO not only from the vicinities but also its departure

from the 10 nm zone.


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9.0 - ARRIVAL AND DEPARTURE

9.1 - MANEUVERING AREA

While maneuvering or sailing within Campos Basin Area, DPST Captains should

follow the guidelines below:

• The DPST has to keep a minimum distance of 1 nautical mile (1.852 meters) from

any offshore installation (OI), especially rigs. To sail or maneuver within this limit,

the DPST must inform the OI OIM or Captain before.

• The DPST is not allowed to sail or to maneuver at a distance less than 500 m

from any OI, especially rigs. In case of inevitable approach or maneuver within

this forbidden area, the DPST must request permission from the OI OIM or

Captain well in advance informing the reasons and the Closest Point of Approach

(CPA).

REMARK: The OI OIM or Captain needs to have in mind the supply vessels,

assistance boats, diving support vessels and pipe laying vessels working in the

area as well as the meteorological conditions, analyzing the situation to take a

decision whether is safe or not to allow the DPST to sail within the forbidden area

limits.

• The DPST shall arrive in the area with its main propellers immerse.


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9.2 - MANEUVERING CONTINGENCY PLAN

9.2.1- DPST CONTINGENCY PLAN

The DPST must have contingency plans for emergency situations that may happen

when operating with an OI. This Guideline does not specify the internal organization

and the contingency / emergency procedures of the DPST. These procedures should

be available in the DPST Operational Manual and in the Owners Rules and

Regulations.

9.2.2 - STANDBY SITUATION

It is mandatory that all the DPSTs entering in Campos Basin Area have their main

engine, boiler, steering machinery and auxiliary systems ready and working properly

for maneuvering.

The main engine command should be available for operation from the bridge and

from the ECR as appropriate.

Good communication must be guaranteed between ECR and bridge.

The bridge and ECR should be manned during all times.


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9.2.3 - ARRIVAL AND DEPARTURE PLAN

The DPST Captain must be careful on arrival and departure of the Campos Basin

Area. When possible, the Captain should plan the DPST routes in advance. The

DPST shall be kept away from the OIs, preferably on the lee side.

9.2.4 - EMERGENCY PROCEDURES

In case of engine or steering gear fault leading to partial or total loss of

maneuverability, the DPST Captain shall start ship’s emergency procedures and

request assistance of a SBV. The OIM or Captain of the closest OI shall be informed

immediately.

Environment - Oil Spills are “forbidden”, but in case it happen the F(P)SO OIM shall

be informed immediately.


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9.2.5 - MOORING DECISION

9.2.5.1 - F(P)SO OIM

On the DPST arrival, the F(P)SO OIM is responsible to ensure that the DPST Captain

is provided with all necessary and relevant information regarding weather conditions

and operational status of the installation.

This information should be written, preferably via e-mail or fax including as follow:

•

•

•

•

•

•

•

•

Cargo quantity, temperature and specific gravity.

Maximum offloading rate and duration.

Arrival sector information including obstructions and restrictions.

F(P)SO motions amplitude such as heading, pitch, roll, heave.

SBV status (if any).

Method for hawser and loading hose handling.

Activities of other vessels in the vicinities of the F(P)SO.

Weather conditions on the field including:

Wind force and direction.

Significant wave height and period.

Swell (estimated wave height).

Visibility.


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9.2.5.2 - EVALUATION

The DPST Captain and the F(P)SO OIM will evaluate the conditions above and agree

on the direction of approach for mooring.

When both parties agree that a safe mooring operation can commence, the final

decision to start mooring operation is up to the DPST Captain.

The DPST Captain is full responsible for the safety of his vessel at all times and must

observe the “Environmental limitations” section (7.2.3) in this Guideline to aid him on

his decision.

9.2.5.3 - POSTPONING OR TERMINATING

The DPST Captain has the authority to postpone or terminate mooring operation at

any stage.

When such decision takes place the Captain must inform all parties involved and, if

possible, estimate when the operations will be resumed.

The decision to postpone or terminate mooring operation may be the result of one or

more of the conditions stated below:

• Weather conditions exceeding the operating limits. • DPST large motions that might cause any damage to the loading equipment. • Critical damage to mooring or oil transfer gear. • Poor visibility. • Other potentially hazardous activities near by.


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10.0 - MOORING PREPARATIONS

10.1 - F(P)SO MOORING PREPARATIONS

The F(P)SO has no thruster to be activated in preparation for mooring. The heading

setting will be given by the result of environmental weather forces.

The following steps are required to prepare F(P)SO for mooring.

STEP ACTION

1 Locate the hawser drum containing the messenger rope.

2 Feed the rope through the guide frame and onto the deck area.

3 Prepare the air gun.

4 Connect the messenger line to the shooting line.

10.2 - DPST MOORING PREPARATIONS

STEP ACTION

1 Locate the auxiliary lines used for hose and hawser retrieving.

2 Guide the lines from the winches to the deck area between the hose coupling and chain stopper.

3 Prepare the air gun.

4 Connect the messenger line to the shooting line.


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10.3 - POSITION REFERENCE SYSTEMS (PRS) REQUIREMENTS

10.3.1 - MINIMUM NUMBER OF RELATIVE PRS DURING

OPERATIONS

As a general rule, there should be a minimum of four (4) PRS installed, out of which

three (3) separate relative PRS. At least two (2) relative PRS should be operational

and in use during approach, mooring, connection, loading, disconnection and

departure operations at surface loading installations (F(P)SOs).

If one (2) of the two (3) relative PRS fails during the loading operation the DPST

Captain in agreement with the F(P)SO OIM, may deviate from this requirement,

provided that the DPST Captain and the F(P)SO OIM are confident that the loading operation may be performed safely and securely, taking the environmental

conditions into consideration.

10.3.2 - ABSOLUTE PRS DURING OPERATIONS

As a general rule, absolute PRS can be used only for approaching and departure

operations in auto position mode and in “Taut Hawser Mode Operation”.

REMARK: Refer to “Taut Hawser Mode Operation” in Appendix “D” for further

instructions.


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10.3.3 - PRS CRITERIA

The minimum acceptable criteria required for DPST in “full DP” operations are shown in the following table:

CRITERIA

1 The DPST must have at least four (4) position reference systems capable of

interfacing with the DP system.

2 At least three (3) of the four (4) PRS must be relative position system such as

DARPS, Fan Beam or Artemis.

3

During DP operations, two (2) separate PRS must at all times be operational and

interfaced with the DP. These systems must be relative system. If two (2) of the

three (3) relative PRS fails during the loading operation the DPST Captain in

agreement with the F(P)SO OIM, may deviate from this requirement, provided

that the DPST Captain and the F(P)SO OIM are confident that the loading operation may be performed safely and securely, taking the environmental

conditions into consideration.

4

Acceptable combinations of PRS are:

• DARPS and Artemis

• DARPS and Fan Beam

• Artemis and Fan Beam

5 If no relative PRS is available, the DPST may still offtaking in “Taut Hawser

Mode” provided that there is an absolute PRS working.

NOTE: Two identical systems alone are not acceptable as they are not fully

independent.


instructions.


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11.0 - APPROACH PROCEDURE

11.1 - APPROACHING SPEED

When the mooring operations start, the DPST will approach the F(P)SO through the

designated arrival sector.

The table below specifies the maximum permissible approach speeds for the DPST.

POSITION MAXIMUM SPEED ALLOWED

Within 10 nm zone of F(P)SO Vessel’s maximum speed - COLREG

Within 3 nm of F(P)SO 5 knots

Within 3.000 m of F(P)SO 3 knots

Within 1.500 m of F(P)SO 2 knots

Within 500 m of F(P)SO 1 knot

Within 300 m of F(P)SO 0.6 knots

Within 200 m of F(P)SO 0.4 knots


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11.2 - DP TESTING

11.2.1 - GENERAL

The DP system consists of several subsystems connected together and controlled by

one (1) or more computer (s).

It is of vital importance that all systems related to the DP system, are verified and

checked at regular intervals and treated as an integral/integrated part of the DP

system.

DP operations should be verified by use of checklists, function control and

monitoring.

11.2.2 - CHECKLISTS

Before any DP operation is carried out, functioning of the DP system should be

verified by a general function test. Checklists should document the function test.

Each vessel should work out their own specific checklists and make sure their

checklists are covering all relevant tests and verifications of equipment and software.

The checklist should make sure that the DP system is functioning correctly and been

set up in accordance with the appropriate equipment class.

There should be checklist both, for deck, engine and bridge. They should cover both,

function-checks before loading and during DP operations.

All checklists should be dated and signed. After completion of the DP operation,

these checklists should be archived on board for at least one year. ___________________________________________________________________________ Campos Basin Offshore Loading Guidelines for DP Shuttle Tankers Operations_170403.doc

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11.2.3 - CHECKING THE POSITIONING CAPABILITY

Prior to connection (before transferring any lines) to any F(P)SO, the positioning

capability should be checked by operating the vessel in DP system mode for at least

15 minutes without interference.

The following steps shown on the table below are required for the DP system Mode test:

STEP ACTION

1 Prior to connection and at distance of 500 meters from the F(P)SO, the

DPST Captain enters the position reference systems (PRS) and sets the

DP to “approach mode”.

2 The DP is allowed at least 15 minutes to calculate a mathematical model

and control the status of the PRS.

3

All PRS are removed (dropout) for 5 minutes and an observation of the

DPST ability to maintain its position is made.

No signs of irregularities in the DPST position will be permitted

4 Log results of test in appropriate checklist

CAUTION: Changing DP mode to “stand by” will erase the mathematical model and a

new model has to be created for at least 15 minutes.


instructions on the DP testing if the vessel has only absolute position reference

systems working properly.


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11.3 - APPROACH PROCESS

• “Taut Hawser Mode”: station keeping the DPST in “Manual Mode” via DP

system (preferable) or via the individual thruster lever console, by controlling

position and hawser tension “manually”. The hawser tension is generally kept up

to 20 ton, according to the intensity and direction of the environmental forces. This

mode is to be used in special cases, when no relative positioning reference

systems are available or occasionally during offloading in “full automatic DP

modes”, in the event of strong and unfavorable metocean conditions imposing the

necessity of “holding” or “pulling” the FPSO/FSO by the hawser.


instructions on the approach process.

• “Auto Position Mode”: Only for approaching and departure where only an

absolute positioning reference system is available - no DARPS, Fan Beam or

Artemis installed on board the terminals, thus only DGPS working in the DPST.

The geographical coordinates of the vessel give the reference point. It’s normally

safer to operate in “Manual Mode” (“Taut Hawser”) rather than in “Auto Position -

Absolute”. Thus, it’s forbidden to offload the OTs positioning the vessel in “pure”

absolute mode.

• “Auto Position - Relative Mode”: DPST in “full DP” station keeping using a

relative positioning reference system in “absolute mode”. The reference is given

by the production unit offloading point, that can change position according to the

environment, so thruster activity tend to increase as well as sudden changes in

the hawser tension. This operational mode is not recommended except in special

conditions, in good weather.


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• “Approach Mode”: DP operational mode specifically used to approach or leave

the offloading terminal within a 1000 m range, controlling the position “step by

step” using relative positioning reference systems (DARPS, Artemis, Fan beam)

and “weathervane” according to the resultant of environmental forces aiming to

minimize thruster activity and increase safety.

The following table describes the approach process.


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Distance Step Responsible Action

30 NM 1 ST

Steering Gear, propulsion systems, communication equipments, mooring and loading systems must be checked according to DPST internal procedures.

20 NM 2

DPST

F(P)SO

F(P)SO

1. To Contact the F(P)SO to inform the

following: • Inform the ETA to the nominated field; • Inform the last port of call and the vessel

position; • Cargo, water and sludge available space; • Operational restrictions, if any. 2. To contact the DPST on channel 16 and

agree upon a channel to be nominated as the working channel during the operations.

3. To inform the DPST Captain of the

following information: • Vessel’s approaching route; • Weather conditions; • Estimated time to start the operation; • Possible obstructions that can represent a

danger for safe navigation • SBV name (if any); • Any other relevant information;

Distance Step Responsible Action

F(P)SO

F(P)SO

F(P)SO

4. To check with the SBV (if any) its

operational status. Inform the SBV on the nominated working channel.

5. To inform the DPST Captain of the

following information: • Hose line status; • Oil quantity, temperature and density

(20ºC) that will be offloaded to the ST; • BSW - Bulk Sediments and Water - Amount

of sludge and water in the oil, given inpercentile terms;

• Estimated offloading rate (m3/h); • Operational restrictions, if any.

To start preparing its mooring and offloading systems for the operation according to its internal procedures.

10 NM 3

DPST

DPST

DPST

DPST

F(P)SO

1. To contact the F(P)SO informing that is

ready to start operation 2. To issue the Notice of Readiness (NOR). 3. To check that the crew, the systems and all

the resources required for a safe operation are ready according to internal procedures.

4. To request the F(P)SO permission to

proceed to the distance of 3 nm. 5. Grant Permission.

3.0 NM 4

DPST

Maximum approaching speed 5 knots.

6.

1.


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Distance Step Responsible Action DPST

F(P)SO

To request the F(P)SO permission to proceed to the distance of 3000 meters.

To grant Permission.

3000 m 5

DPST

DPST

DPST

DPST SBV (if any)

SBV (if any)

DPST

F(P)SO

1. Maximum approaching speed 3 knots. 2. To request the F(P)SO the following

information: • F(P)SO’s heading; • Wind (direction and speed); • Current (direction and speed). 3. To check the wind direction and speed data

received from the F(P)SO with its own information.

4. To prepare the emergency towing

arrangement according section 19 of this Manual.

5. To follow the DPST nearby its stern during

the approach operation ready to be connected if a special situation occurs.


proceed to the distance of 1500 meters. 7. To grant Permission.

1500 m 6

DPST

DPST

Maximum approaching speed 2 knots.

To inform the F(P)SO when reaching the 1500 meters mark.

2.

3.

1.

2.


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Distance Step Responsible Action DPST

DPST

F(P)SO

To select the Position Reference Systems.


To grant permission.

500 m 7

DPST

DPST

DPST

F(P)SO

To inform the F(P)SO when reaching the 500 meters mark. Maximum speed at this position should be 1.0 knot.

Refer to section 11.2 - “DP Testing”.


To grant permission.

300 m 8

DPST

DPST

F(P)SO

1. To inform the F(P)SO when reaching the

300 meters mark. Maximum speed at this position should be 0.6 knots.


proceed to the distance of 200 meters. 3. To grant permission.

200 m 9

DPST

DPST

F(P)SO

1. To inform the F(P)SO when reaching the

200 meters mark. Maximum speed at this position should be 0.4 knots.


proceed to the distance of 140 meters. 3. To grant permission.

140 m 10 DPST

To inform the F(P)SO when reaching the 140 meters mark. The vessel should be stopped at this position.

3.

5.

4.

1.

4.

3.

2.


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11.4 - DIRECTION OF APPROACH

When the DPST is 650 m from the F(P)SO, her heading should deviate by

approximately 10 degrees from the F(P)SO heading, to ensure a safe emergency

escape.

CAUTION: During approach, the DPST must keep a distance of 1 mile from other

units. If for any reason the DPST must enter the 1mile zone, prior entering, the DPST

must inform the unit requesting permission.

NOTE: Under no circumstances must the DPST approach directly towards the

F(P)SO. During the approach the Closest Point of Approach (CPA) to other F(P)SO,

DRILL/OIL RIG or other vessel in operation within area must never be less than 500

m.

11.4.1 - ALTERNATIVE DIRECTION OF APPROACH

It is allowed for the DPST to approach the F(P)SO on a parallel course on leeward

side on main direction of influential weather forces.

11.4.2 - REDUCED VISIBILITY

If visibility is less than 1000 m in the F(P)SO approach area, the DPST Captain, SBV

and F(P)SO must together evaluate and agree upon weather safe conditions exists.

CAUTION: The DPST Captain shall maneuver his vessel in accordance with

procedures and operational limitations, reduce speed as required, observe all marine


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activities in the area, and mann the relevant vessel stations appropriate for the

forthcoming operations.

R E M E M B E R: During the final approach to the F(P)SO, the DPST shall head into

the wind, waves and/or current. The DPST must maneuver with extreme caution

when approaching the 250 m radius zone from F(P)SO


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12.0 - MESSENGER LINE TRANSFER

The messenger line may be transfer in two possible ways.

The DPST Captain and F(P)SO OIM will agree as to which method to be used and

this shall be logged in appropriate checklist.

The methods to messenger line transfer are:

12.1 - METHOD ONE

STEP ACTION

1 The DPST position itself using DP – Approach Mode.

2 The DPST approaches the F(P)SO and stops when 130 meters away.

3 DPST fires the shooting line directly to the F(P)SO using an air-powered gun.

4 The mooring operation is performed whilst the DPST remains in this position.

REMARK: the DPST Captain must decide what distance will be necessary to be

approached in order to make a safe shooting line transfer operation. Weather

conditions must be taken into account.


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12.2 - METHOD TWO

STEP ACTION

1 The DPST position itself using DP – Approach Mode.

2 The DPST approaches the F(P)SO and stops when 130 meters away.

3 F(P)SO fires the shooting line directly to the DPST using an air-powered gun.

4 The mooring operation is performed whilst the DPST remains in this position.

REMARK: the F(P)SO OIM will advice the DPST Captain on the distance that will be

necessary to be approached in order to make a safe shooting line transfer operation.

Weather conditions must be taken into account.

WARNING: Method number two will be the preferential method due to the fact that

the F(P)SO is normally aligned with the wind, what makes easier for the transfer.


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13.0 - CONNECTION OF HAWSER AND HOSE

13.1 - MESSENGER LINE TRANSFER

The messenger line is transferred from the F(P)SO to the DPST using the method

agreed between the F(P)SO OIM and the DPST Captain as per “Messenger Line

Transfer”, section 12.0. The hawser and hose are then connected as detailed below.


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13.2 - CONNECTION PROCESS - METHOD ONE - DPST SHOOTING THE LINE

The following table describes the hawser connection process.

Stage Distance Responsible Description

1 140 m DPST To request the F(P)SO permission to proceed to

the distance of 130 meters.

2 140 m F(P)SO To grant permission.

3 130 m DPST

To inform the F(P)SO when reaching the 130

meters mark. The vessel should be stopped at

this position.

4 130 m F(P)SO To inform the DPST that is ready to receive the

shooting line.

5 130 m DPST To shoot the shooting line using the air gun.

6 130 m F(P)SO To receive the messenger line and connect it to

the first messenger line.

7 130 m F(P)SO According request of the DPST, start to lower the

messengers and the hawser.

8 130 m F(P)SO

To connect the offloading hose system

messenger line to the stud on the last 3” chain link

on the chafing chain using a rope strop.

9 130 m F(P)SO

To lower the messenger for the mooring system,

hawser and the messenger line for the offloading

hose system completely. Secure the mooring

system on the locking arrangement.

10 130 m DPST To retrieve the first and second messenger line

completely until the chafing chain is on the chain


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stopper.

11 130 m DPST Once positioned in the chain stopper onboard the

DPST, the chafing chain is locked.

12 130 m DPST The second messenger line is then disconnected

from the chafing chain.

13 130 m DPST

To inform the F(P)SO that the vessel is moored

and ready to start retrieving the offloading hose

system messenger line.

REMARK: the DPST Captain must decide what distance will be necessary to be

approached in order to make a safe shooting line transfer operation. Weather

conditions must be taken into account.


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13.3 - CONNECTION PROCESS - METHOD TWO - F(P)SO SHOOTING THE LINE

The following table describes the hawser connection process.





3 130 m DPST

To inform the F(P)SO when reaching the 140

meters mark. The vessel should be stopped at

this position.

4 130 m DPST To inform the F(P)SO that is ready to receive the

shooting line.

5 130 m F(P)SO To shoot the shooting line using the air gun.

6 130 m DPST

To receive the shooting line and starts to retrieve.

To request the F(P)SO to start lowering the


7 130 m F(P)SO According request of the DPST, start to lower the


8 130 m F(P)SO

To connect the offloading hose system

messenger line to the stud on the last 3” link on

the chafing chain using a rope strop.

9 130 m F(P)SO

To lower the messenger for the mooring system,

hawser and the messenger line for the offloading

hose system completely. To secure the mooring

system on the locking arrangement.

10 130 m DPST To retrieve the first and second messenger line


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completely until the chafing chain is on the chain

stopper.

11 130 m DPST Once positioned in the chain stopper onboard the

DPST, the chafing chain is locked.

12 130 m DPST The second messenger line is then disconnected

from the chafing chain.

13 130 m DPST

To inform the F(P)SO that the vessel is moored

and ready to start heaving in the offloading

system messenger line.

REMARK: the F(P)SO OIM will advice the DPST Captain on the distance that will be

necessary to be approached in order to make a safe shooting line transfer operation.

Weather conditions must be taken into account.


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13.4 - OFFLOADING HOSE LINE CONNECTION PROCESS

The following table describes the offloading hose connection process.


1 130 m DPST

To start retrieving the offloading system

messenger line. To request the F(P)SO to start

lowering the hose line.

2 130 m F(P)SO According request of the DPST, start to feed out

the hose line.

3 130 m F(P)SO

To instruct the DPST on the speed to be used

when retrieving the offloading system messenger

line.

4 130 m F(P)SO

In order to have a good hose position for

connection on the coupler valve, request the

DPST to stop retrieving.

5 130 m DPST

To stop retrieving the offloading system

messenger line as instructed by the F(P)SO. To

wait for instructions.

6 130 m F(P)SO

To lower the hose line completely and connect it

to the coupler valve. To inform the DPST that the

hose line is connected and request the DPST to

start retrieving the offloading system messenger

line.

7 130 m DPST To start retrieving the offloading system

messenger line until the leading mark line-up.

8 130 m DPST To connect the hose line according to internal

procedures.


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9 130 m DPST To inform the F(P)SO that the hose line is

connected.



11 130 m DPST To grant permission.

12 150 m DPST To inform the F(P)SO when reaching the 150

meters mark.

13 150 m DPST To disconnect the offloading system messenger

line from the hose bridle.

14 150 m DPST To select on the DP system the “weathervane”

mode.

15 150 m DPST

To prepare the vessel to start loading according to

internal procedures. See section referring to

“Green line”.

16 150 m DPST To inform the F(P)SO when ready to start loading.


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14.0 - OFFLOADING OPERATIONS

This section describes the requirements to initiate, conduct and terminate offloading

in DP mode.

14.1 - INITIATE OFFTAKE

14.1.1 - BEGINNING

Prior to offloading, the DPST Captain must confirm that the vessel is ready to receive

the cargo.

14.1.2 - CONNECTION

During connection the interlock system demand that the sequence state below is to

be followed:

• Lock the chain stopper. • Lock the hose coupling claws in secured position. • Open inboard ball valve and coupler valve. • Hose probe needs to be exactly in position. • Adequate number of valves onboard loading system must be open.


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By disconnection the interlock system demands that sequence be followed in

opposite order. This does not apply when the manual emergency disconnecting

system is used.

14.1.3 - OFFTAKE

The DPST will commence loading with low pumping rate and pressure whilst

simultaneously filling cargo tanks according loading plan.

The rate may be increased to the appropriate volume, providing:

• The cargo system has been checked for leaks on the DPST and on the F(P)SO

and found to be satisfactory.

• The DPST requests full rate after confirms received cargo.

• The offloading green line is established.

The green line will interrupts during the following circumstances:

• Loading pressure in the manifold lines ≥ 7 bars. • Hose probe is not exactly in position. • Unlocking of the chain stopper. • Unlocking of the coupler claws. • Closing manifold valve. • Closing inboard valve.


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14.1.4 - MONITORING

DPST: The Bow Loading System (BLS) control station will be manned during

offloading operations, although loading will be controlled from CCR also monitored

from Bridge including Green Line. This is to provide close control and visual check on

the offloading operation.

F(P)SO: The Stern Discharge System (SDS) and the F(P)SO control stations will be

manned during offloading operations to provide close control and visual check on the

offloading operation.

14.1.5 - LOADING HOSE PRESSURE TEST

The flexible loading hose shall be pressure tested before every offloading. The

coupler valve on DPST must be open and crude valve closed, so that the pressure

testing is limited to the piping bow section and loading hose. The test is carried out by

the F(P)SO with a pressure of 05 (five) bar for 10 minutes. The DPST will be

monitoring the pressure test. The results of the test will be logged.

14.1.6 - BRIDGE, CCR AND ECR MANNING

14.1.6.1 - BRIDGE

The DPST Captain is responsible for a safe watch keeping of the DP-system during

DP operations and in all respects conducted in a safe and professional manner, and

without hazard to personnel, equipment and/or the environment.


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During transit inside the field area and during connection to or disconnection from

and departing from the loading position, when the DP system is in operation and

during normal loading operations where the vessel’s position is being maintained by

the DP system, the wheel house / bridge must be manned by at least by one (1)

Senior Nautical Officer and one (1) Junior Nautical Officer.

One (1) of the above mentioned Nautical Officer must be holding a valid Nautical

Institute DP-System Certificate and the other Nautical Officer must at least being

completed the DP Basic Operator Course.

Whereas one Nautical Officer is in charge at the DP System deck, the other Nautical

Officer present on the wheel house / bridge, must be informed of any / all changes of

importance in the DP System or other relevant equipment.

14.1.6.2 - CCR

The CCR must be manned during all the operation by a Deck Officer / Pump man. In

vessels, which have the Cargo Control Station on the bridge, one of the Officers on

the Bridge may control the loading operation.

14.1.6.3 - ECR

During loading in DP-System mode or any other maneuvering or loading operation in

the Campos Basin Area, the engine control room must be properly manned with

qualified and competent Officers and crew, whom are able to correct eventual

malfunctions of defects to the propulsion and power systems.


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14.2 - SEQUENCE AND CHECK

14.2.1 - SEQUENCE

The DPST must inform the tanks loading sequence before start offloading.

14.2.2 - QUANTITY CHECKS

During loading, the quantity received by the DPST should be compared every hour

with the quantity offloaded from the F(P)SO.

In case of large discrepancies arising, the offloading operation must be halted and all

systems checked for leaks.

REMARK: See Appendix “G” - Offshore Loading Form for further instructions.

14.3 - OFFTAKE TERMINATION

14.3.1 - OFFLOADING RATE

DPST normally continues to offtake until its tanks are full or until agreed quantity to

load.

Toward the end of the offloading operation, DPST will normally perform tank balance.

This may involve a reduction in the offtake rate.


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14.3.2 - CAPACITY

If the F(P)SO has more cargo than the available capacity onboard the DPST, the

DPST will request a reduced loading rate and preparations be made for a stop.

In this case F(P)SO will be ready for:

• Reduce pump speed or number of pumps in operation to meet the requested rate. • Standby and prepare to discontinue offloading immediately.

14.3.3 - TERMINATION

Termination will normally be performed onboard the F(P)SO upon the request of the

DPST.

The following table describes the steps for the process:

STAGE RESPONSIBLE DESCRIPTION

1 DPST

One hour before departure informs the F(P)SO and the

SBV (if any) the estimated time of loading termination.

The DPST must agree with the F(P)SO about the loading

rate.

2 DPST / F(P)SO When loading completed the DPST will request the

F(P)SO to stop pumping.


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15.0 - FLUSHING

Flushing of the hose line will normally be performed to keep the line clean for the next

operation.

The following table describes the steps for the process:

Stage Responsible Description

1 F(P)SO To prepare for flushing the hose line.

2 DPST To prepare the vessel to receive the flushing.

3 F(P)SO To inform the DPST that is ready to start flushing the

hose line.

4 DPST To grant permission to start flushing.

5 F(P)SO To inform the DPST the termination of the flushing.

6 F(P)SO To close the coupler valve.

7 F(P)SO To inform the DPST that the coupler valve is closed and

request the DPST to close the BLS valve.

8 DPST To check that the manifold valve status green light is off

and the yellow light on.

9 DPST To close the inboard valve

10 DPST To check that the inboard ball valve status green lights is

off the yellow light on


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16.0 - HOSE AND HAWSER DISCONNECTION

This chapter describes the guidelines associated with disconnection of the DPST

from the F(P)SO and its subsequent departure.

16.1- MAKE READY FOR DISCONNECTION

16.1.1 - HEADING & POSITION

Before disconnection starts, the DPST Captain and the F(P)SO OIM must carefully

consider the waves, wind and stream. If necessary, the DPST position and heading

must be optimized.

16.1.2 - NOTIFICATION

During abnormal operations, for example if the DPST is not able to keep the position

or other situations where it is necessary to perform a high-speed disconnection the

F(P)SO must be notified.

16.1.3 - DPST PROCEDURES

The DPST will prepare to disconnect after received confirmation that all valves on

F(P)SO are closed.


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The following steps are required to prepare DPST for disconnection.

STAGE DESCRIPTION

1 To connect the offloading system messenger line to the hose bridle.

2

To carry out following actions before starting the disconnection operation

and tighten up the hose bridle:

• Set up communication between bridge and BLS station

• Adjust the DPST camera to monitor the hose bridle, keep attention to

the outside of the hose bridle.

• When the offloading system messenger line is being tightened up the

personnel on bow area should use boathook to guide the offloading

hose messenger line.

3 To tighten up the offloading hose messenger line.

16.1.4 - F(P)SO PROCEDURES

When it has being confirmed that all valves on both vessels are closed, the F(P)SO

will disconnect the hose and disengage band break.

16.2 - DISCONNECTION


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During disconnection operation, the DPST shall inspect the waters in the vicinity of

the hose to detect possible oil spills. Any oil spill observed shall be immediately

reported to the F(P)SO and logged. Measures will take in accordance with the

contingency plan. The DPST informs the F(P)SO when the ship is ready to

disconnect.

16.2.1 - OFFLOADING HOSE DISCONNECTION

The following table describes the stages for offloading hose line disconnection that will take place when both vessels are confirmed as being ready.

Stage Responsible Description

01 DPST

To inform the F(P)SO and the SBV (if any) that is ready

to disconnect the hose line. Request permission to

disconnect.

02 F(P)SO To grant Permission.

03 DPST To disconnect the hose line according to internal

procedures. Prepare to start lowering the hose line.

04 DPST To inform the F(P)SO that the hose line is disconnected.

05 F(P)SO To start retrieving the hose line. To instruct the DPST on

the speed to be used when lowering the hose line

06 DPST To start lowering the hose line.

07 F(P)SO To inform the DPST that the hose line is all on board and

secured.

08 DPST To connect the end of the offloading system messenger

line to the chafing chain using a rope strop.


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16.2.2 - HAWSER DISCONNECTION

The mooring hawser may be disconnected following disconnection of the hose and

when both vessels are confirmed as being ready.

The following steps are required do disconnect the mooring hawser.


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1 150 m DPST To connect the messenger line to the chafing

chain.

2 150 m DPST To heave tight the messenger line.


the distance of 140 meters to start disconnecting.

4 150 m F(P)SO To grant permission

5 140 m DPST To inform the F(P)SO when reaching the 140

meters mark.

6 140 m DPST To request the F(P)SO permission to start

disconnecting the mooring system.


8 140 m DPST To open the chain stopper and start lowering the

mooring system.

9 140 m DPST To inform the F(P)SO and the SBV (if any) that is

unmoored.

10 DPST To start moving astern while lowering.

11 F(P)SO

To start retrieving the offloading system

messenger line and the hawser just after the

chafing chain leaves the gutter on the DPST.

12 DPST To Inform the F(P)SO when the end of the

Stage Distance Responsible Description messenger line is thrown into the sea.

13 F(P)SO To inform the DPST that the messenger line is

secured on deck.

WARNING: Superfluous slack on lines in the water must be avoided during disconnection process.

17.0 - DEPARTURE

This section contains guidelines concerning casting-off and departure of the DPST

after completion of offloading operations.

NOTICE

The DPST must inform the F(P)SO the estimated time of departure from the 500 m

zone, well in advance of departure time.

POSITION

The DPST may in DP – manual or auto position mode adjust its relative position to

the stern of F(P)SO to achieve the optimum position for unmooring (keeping leeward

side).


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DIRECTION

When the chain stopper has been released, the DPST will be brought astern in a

straight line. To achieve this, the surface conditions and direction of departure must

be taken into account.

The DPST should keep well clear of the F(P)SO once it has been released.

SPEED

Whilst moving astern from the mooring position, the DPST should maintain a speed

in keeping with the messenger line payout speed with the catenary’s on the

messenger line remaining in the water. Once all lines are out and the DPST is ready

to sail the speed within 1000 m must be 3 knots.

18.0 - CLEARANCE

This section describes guidelines for completing the Sailing Advise, which contain

essential details regarding the offloading operation and cargo.

When offloading is completed, the F(P)SO will prepare all necessary data required for

sailing advice and when all data is available, provide the DPST with the final cargo

figures.

The Sailing advice will be sent by e-mail or by fax to the DPST during its sea

passage. DPST is deemed to have commenced its sea passage having left the 10

nm zone.


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18.1 - SAILING ADVICE

As soon as possible after completion of the loading, the F(P)SO will pass the gross

loaded figure, temperature, density and API figures by VHF. The vessel should, if

possible calculate the gross received figure and confirm that the DPST figures lies

within measurable tolerance of the F(P)SO figures.

If it is not possible to make a calculation, the DPST should, based on their own

assessment, comment on the transmitted figures.

Assuming that the gross figures are not in dispute, as soon as practicable after the

completion of loading, the F(P)SO will transmit to the DPST the sailing advice by e-

mail or fax using the form in Appendix “H” .

The DPST Captain should fill in a time sheet, a loading report with the final figures

and any Protests, sending them by fax or e-mail to the F(P)SO informing the time of

departure when passing by the 10 nm zone.

Any apparent discrepancies in the figures or in the times should be immediately

brought to the attention of the party involved.


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19.0 - STANDBY VESSEL

19.1 - STANDBY VESSEL DUTIES

During the offloading operation, unless providing other assistance and when

required, the Standby vessel (SBV) could patrol and inspect the area around the

DPST and F(P)SO to detect oil leaks or any abnormal conditions.

The SBV must be in a stand by condition and in a state of high preparedness ready

to carry out the following operational situations:

• DPST assistance when required:

− Power failure on the DPST in any phase of the operation.

− Break in or failure of hawser, loading hose or other equipment.

• Search and rescue.

• Proximity of other installations in the F(P)SO exclusion zone.

• Collision avoidance or vessel diversion.

• Oil spill response.

• Fire-fighting.

• Emergency towing.

• Man-over-board.

• Area surveillance.

• Other possible emergency situations.

NOTE: The DPST Captain or the OIM may ask for assistance by SBV whenever

required.


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19.2 - PREPARATIONS

ON THE DPST

• The air gun to be checked for pressure and mounted in the fixed firing position.

• The forerunner to be shackled to the towing wire, which should then run out freely

from a basket arranged for this purpose.

• The line for the air gun to be secured to the forerunner.

• The winch to be set in open position “automatic slacking”.

REMARK: It is essential, and should be verified that this operation can be performed

without power.

ON THE SBV

• Tow wire to be prepared on the SBV deck to be connected to the DPST towing

wire.

• The SBV deck should be prepared with all the equipments needed to receive the

air gun line and to connect the DPST towing wire (80 ton shackle).


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19.3 - TRANSFER OF THE DPST TOWING WIRE

When the foregoing has been completed the SBV will approach the DPST and

connection will proceed as follows:

• The SBV will be maneuvered into a position approximately 50 meters astern of

the DPST.

• With the SBV in position the line will be shot over from the DPST across the

SBV’s after deck.

• The forerunner for the DPST towing wire will be hauled aboard the SBV and

secured to the wire on the tugger winch drum.

REMARK: during this operation, the DPST towing wire will be automatically paid out

by means of a winch. With a “dead ship” this may not be possible and all the wire

may run out uncontrollably. Care should be taken that excess slack of the forerunner

wire does not hamper the maneuvering of the SBV or endanger her propellers.

• The DPST towing wire will then be heaved aboard the SBV and secured in the

shark jaw. The towing wire will then be connected to the SBV tow wire.

• The DPST towing wire will be released from the forerunner wire on the tugger

winch when connection has been made between the DPST tow wire and the SBV

tow wire.

• With the deck clear and personnel safely ahead of the towing connection the

shark jaw can be released. This should be done with minimum weight on the tow

wire consistent with safety.

• The tow wire of the SBV should then be payed out slowly to the SBV Captain

desired length by means of towing winch.

• The SBV will then proceed to tow as directed.


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19.4 - MAXIMUM RESPONSE TIME

Under study by Petrobras.

19.5 - EMERGENCY TOWING WIRE TRIALS

Regular trials to maintain the effectiveness of the Emergency Towing Procedures and

systems will be carried out between the SBV and the DPST. The frequency of these

trials will be based on the results achieved, but in general will be in accordance with

the OCIMF guidelines at 3 monthly intervals.

Trials will only be undertaken during reasonable weather conditions and in daylight.

Adequate advice will be given to both SBV and DPST by the F(P)SO to ensure that

effective planning can be carried out.

Execution of trials will only proceed with the agreement of all parties. Any of these

parties may terminate the trials in case it becomes necessary.

The schedule and the location for the towing trials will be agreed between the DPST,

the F(P)SO and the SBV on the “secondary contact” (see section 8 of this Guideline).


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Detailed planning of the towing trials is to be agreed directly between the SBV and

the DPST well in advance of commencing the trial. These details should include, but

not be limited to the following issues:

Heading of the DPST on commencement of trials. •

•

•

•

•

Approach direction for the SBV.

Objectives of the trial.

Clear criteria for completion of the trial.

Arrangements for recovery of towing equipment.

The F(P)SO is to be kept informed of the trial progress, but all communications

regarding the conduct of the operation must be directly between the DPST and SBV

using the working channel.

Emergency Towing Trial will simulate as far as practicable a “dead-ship” condition for

the DPST. However, when the trial has been declared “complete”, the DPST must

facilitate recovery of the towing equipment by maneuvering in conjunction with the

SBV as mutually agreed between the two Captains.


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20.0 - EMERGENCY GUIDELINES

This section contains Emergency guidelines for disconnection of the DPST in the

event of an emergency arising. The emergency guidelines listed below shall be used

if a critical situation should occur, such as:

• Mooring line failure. • Mooring hawser failure or defect. • Loading hose failure or defect. • DPST engine break down. • Collision between the DPST and the F(P)SO.

Should any irregularity or potential hazard arise, the F(P)SO and/or the DPST should

consider the following courses of action.

• Continue offloading in “Taut Hawser” mode.

• Stop offloading but remain moored with hose connected.

• Stop offloading but remain moored with hose disconnected.

• Stop offloading and disconnect hose and hawser, and move away from the

F(P)SO vicinity.

• Remain moored with the SBV connected by the towing arrangement.


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20.1 – F(P)SO ANCHOR LINE FAILURE

Under normal circumstances, the offloading will take place with the F(P)SO lying-up

against environmental load (wind & waves).

If the F(P)SO mooring lines fail in direction of the weather, the F(P)SO will tend to

move toward the DPST. Considering that this failure may result in a collision, the

F(P)SO position must be monitored by the F(P)SO OIM.

20.1.1 - OFFLOADING DISTANCE

Due to the tendency of the F(P)SO to move toward the DPST in event of mooring line

failure, offloading must take place with a relative distance of approximately 150

meters between the F(P)SO and the DPST.

20.2 - HOSE RUPTURE

20.2.1 - TENSION ALARM

In case of tension in the offloading hose exceeding 40 tons, an alarm will be activated

in the BLS Station and Bridge Station.

Visual detection of spillage by deck watch or personnel on the F(P)SO, will possibly

be the first indication of hose rupture.


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20.2.2 - OESD

The person who detects the hose leakage must immediately inform the control station

and OESD I will be activate.

20.2.3 - DISCONNECTION

When a hose rupture has occurred, the hawser is disconnected in the normal way.

The remaining section on the DPST will be released and transferred to the SBV.

20.2.4 - OIL SPILL

For oil spill clean-up procedure refers to Oil Spill Response Plan.

20.3 - MOORING HAWSER RUPTURE

20.3.1 - TENSION ALARM

Sudden, high tension can be expected to rupture the mooring hawser. In the event of

this occurring or the hawser tension exceeding 100 tons, an alarm is activated in the

BLS Station, Bridge Station and DP System.

The hawser failure is most likely detected by the F(P)SO.


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The table below shows actions to be taken when detecting hawser failure:

LOCATION ACTION

DPST Immediately activate OESD I, contact the F(P)SO and be prepared to

activate OESD II to prevent hose breaking.

F(P)SO Immediately activate OESD I, contact the DPST and be prepared to

OESD II to prevent hose breaking.

20.3.2 - FOWARD THRUSTERS

In the event of mooring hawser failure, the forward thrusters must be stopped to

prevent hose and hawser fouling the propellers.

20.3.3 - DEPARTURE

After disconnection, the DPST moves astern and leaves 500 m zone.

The parts of the mooring equipment remaining on the DPST will be released and

transferred to the SBV.

20.4 - THRUSTERS FAILURE

Normally, all thrusters run during the offloading in order to keep the DPST position as

steady as possible.

In general, when one of these thrusters fails the offloading operation could be

stopped or not according to the DPST Captain. Based on the weather conditions and


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the remaining DPST capability, the DPST Captain should decide whether the SBV

assistance is needed or not.

REMARK: refer to the VESSEL’S DEGRADED STATUS for further information.

20.5 - MAIN PROPELER FAULT

In event of the DPST losing its main propulsion it is possible that it may drift toward

the F(P)SO and cause a collision.

This situation is most likely to happen in calm weather when there are no

environmental forces that if presents would help preventing the DPST from drifting

towards the F(P)SO.


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20.5.1 - PROPELLER FAULT ACTION

The table below describes the actions that must be performed in the event of main propeller failure.

STEP ACTION

1

The situation is assessed by the DPST Captain who will immediately

activate:

OESD II – If there is a risk of collision

OESD I – If there appears to be no risk of collision

2 The DPST Captain contacts the SBV and requests assistance

3 After disconnection, the SBV will pull the DPST out of 500 m zone

4 Lateral thrusters will be used to adjust direction

REMARK: If the DPST is fitted with Bow Azimuth Thruster, it can be used to keep the

DPST clear of the F(P)SO.


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20.6 - FIRE

20.6.1 - OESD In case of fire either on the F(P)SO or on the DPST, OESD I must be activated

immediately and disconnection performed.

If a controlled disconnection is likely to obstruct the emergency response or create

unacceptable hazards, OESD II must be activated without hesitation.

20.7 - COLLISION AVOIDANCE

If a risk of collision exists an OESD II shall be activated immediately and the SBV

contacted for assistance.

20.7.1 - PROCEDURE

The procedures, which are dependent on the initial position of the DPST, must be

performed when there is risk of a collision between the F(P)SO and the DPST.


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20.8 - BLACK OUT

In event of the DPST having a black out it is possible that it may drift toward the

F(P)SO and cause a collision.

This situation is most likely to happen in calm weather when there are no

environmental forces that if present would help preventing the DPST from drifting

towards the F(P)SO.

20.8.1 - BLACK OUT ACTION

The table below describes the actions that must be performed in the event of a black out.

STEP ACTION

1

The situation is assessed by the DPST Captain who will immediately activate:




3 After disconnection the SBV will pull the DPST out of 500 m zone


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20.9 - DRIVE OFF

In event of the DPST is driving off, it is possible that it may drive off toward the

F(P)SO and cause a collision.

20.9.1 - DRIVE OFF ACTION

The table below describes the actions that must be performed in the event of drive off.

STEP ACTION

1

The situation is assessed by the DPST Captain who will immediately activate:




3 After disconnection the SBV will pull the DPST out of 500 m zone

20.10 - FAILURE OF RADIO COMMUNICATION

On failure of VHF radio, communication shall be attempted on SSB, frequency 4.125

MHz. and loading should be stopped until satisfactory VHF communications are re-

established.


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APPENDIX A

SPECIFICATIONS

MOORING HAWSER AND CHAFING CHAIN

COMPONENT DESCRIPTION SPECIFICATION

Length 150 m

Material nylon

Circumference 21 inches single rope

Construction Type Double braided

Mooring hawser

Nominal breaking load 630 tons

Length 27 links ( 9 meters) Chafing chain

Diameter 76 mm


MESSENGER ROPE

The hawser is transferred to the DPST using two messenger ropes consisting of:

COMPONENT DESCRIPTION SPECIFICATION Length 150 m Material Polypropylene Circumference 3 inch 1º Messenger line

Minimum Break load 7,6 tons Length 220 m Material Polypropylene Circumference 10 inches 2º Messenger line

Minimum Break load 72 tons

CONNECTION BETWEEN CHAFING CHAIN AND MESSENGER ROPE

A 35 tons shackle is used to connect the chafing chain to the messenger line.


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APPENDIX B

SPECIFICATIONS

HOSE AND HOSE COUPLINGS


Overall Length 250 m

Type Submarine – double carcass

Number of sections 23

Length per section 10,8 m

Hose

Inner diameter 20 inches (508 mm)

Outboard end 20 inches (valve) Hose couplings

Inboard end Swivel coupling


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HOSE DEPLOYMENT LINE


Material Polysteel – Polypropylene fiber

Length 220 m

Circumference 12 inches Deployment line

MBL 173 tons

Type Grommet

Length 3 m

Diameter 70 mm Bridle

MBL 84 tons


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APPENDIX C

COMPETENCE AND TRAINING REQUIREMENTS

1.0 - INTRODUCTION

The Competence and Training requirements contained in this document shall apply

for any vessel equipped with dynamic positioning systems (DP) operating at an

offshore installation.

The requirements are thus in addition to requirements imposed by the Flag State and

International bodies (IMO/STCW).

2.0 - GENERAL DESCRIPTION

The training program for Masters and Deck Officers consists of simulator part, a

dynamic positioning (DP) and related systems part and a bridge and resource

management part. The technical program for ship’s electricians consists of

maintenance courses for the DP and related positioning reference systems.

The International Marine Contractors Association (IMCA) DP-guidelines and United

Kingdom Offshore Operations Association (UKOOA) FPSO Committee - Tandem

Loading Guidelines should be used as a reference document in the competence

planning process.


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The Managers and the Captains of the vessels are responsible for complying with

these requirements. Documentation in order to verify compliance to these

requirements shall be available onboard.

3.0 - COMPETENCE REQUIREMENTS

3.1 - GENERAL SHIP HANDLING COMPETENCE

3.1.1 - APPLIES TO MASTERS AND DECK OFFICERS

The simulator, DP and related systems training requirements are detailed in

attachment “A”.

3.2 - DYNAMIC POSITIONING (DP) RELATED SYSTEMS

COMPETENCE

3.2.1 - APPLIES TO MASTER AND DECK OFFICERS IN CHARGE (DP OPERATORS)

Minimum requirement is met by holding the limited NMD / Nautical Institute’s DP

certificate including the required / approved DP courses. The requirements include

relevant competence in operating the position reference and monitoring systems (like

Artemis, DGPS / DARPS, Blom and others as applicable) based on formal courses.

Refer to attachment “A”.


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In addition to the Captain, at least one (1) Deck Officer onboard shall have the limited

DP certificate and relevant competence in operating the position reference and

monitoring systems. For vessels having the extra fourth Deck Officer onboard, at

least two Deck Officers shall have the limited DP certificate.

3.2.2 - APPLIES TO JUNIOR DECK OFFICERS

Minimum requirements are the introductory DP course at an NMD / Nautical Institute

approved training centre within the first 6 months after signing on as a Junior Officer.

The competence requirement includes relevant knowledge to the position reference

and monitoring systems (like Artemis, DGPS / DARPS, Blom and others applicable)

based on onboard training verified by the Master / Chief Officer. Refer to attachment

“A”.

3.3 - BRIDGE RESOURCE MANAGEMENT (BRM) COMPETENCE

3.3.1 - APPLIES TO MASTER AND DECK OFFICERS

Minimum requirement is met by completing a BRM-course within 6 months after

signing on. Refer to attachment “A”.


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ATTACHMENT “A”

TRAINING COURSE POSITION

/ MASTER CHIEF MATE

1. MATE

2. MATE ELECT.

BRM / BRIDGE RESOURCE MANAGEMENT COURSE X X X X

OFFSHORE LOADING PHASE I X X X X

OFFSHORE LOADING PHASE II X X X X

OFFSHORE LOADING PHASE III * X X X X

DP BASIC OPERATOR COURSE X X X X

DP ADVANCED OPERATOR COURSE X X

ARTEMIS OPERATOR COURSE X X

DGPS / DARPS OPERATOR COURSE X X

FAN BEAM OPERATOR COURSE X X

BLOM PMS SYSTEM OPERATOR COURSE X X

ARTEMIS MAINTENANCE COURSE X

DGPS / DARPS MAINTENANCE COURSE X

FAN BEAM MAINTENANCE COURSE X

BLOM PMS SYSTEM MAINTANANCE COURSE X

(*) – Every two (2) years;


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APPENDIX D

TAUT HAWSER MODE OPERATION

If, due to weather conditions or to the degraded status of the DPST or the F(P)SO,

the DPST is unable to lie in DP with slack hawser, it may still be possible to continue

offloading operations in Taut Hawser mode. This decision will depend on an overall

evaluation of circumstances by the DPST Captain and the F(P)SO OIM.

PRECAUTIONS

For Taut Hawser Mode operations, the following precautions must be taken:

• The F(P)SO OIM must be advised of the situation and together with the DPST

Captain take a decision whether is safe to keep or to start the operation in Taut

Hawser Mode.

• At least one absolute PRS must be working properly.

• The DPST must keep pitch astern on its main propellers to maintain a Taut

Hawser at all times. The tension on the mooring hawser during the operation

should be up to 20 tons.

• The DPST is not allowed to stay in DP – Auto position mode during the offloading.

• The DPST is allowed to stay in auto position mode during approach, mooring,

offloading hose line connection and disconnection, unmooring and departure.


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• The DPST must keep its position and heading in accordance with the operational

sector and limits described in item 7.2.

• The DPST must inform the SBV of the situation, if any.

• If necessary, the SBV (if any) may be connected to the DPST stern with towing

line to help keep a steady heading and position.

REMARKS

• Section 11, sub section 2 (11.2 – DP Testing) –the DPST must test the DGPS for

proper signal;

• Section 12, sub section 1 (12.1 – Messenger Line Transfer) – step 1 - “The DPST

position itself using DP – Approach Mode” substitute for “The DPST position itself

using manual Mode or auto position mode”

• Section 12, sub section 2 (12.2 – Messenger Line Transfer) – step 1 - “The DPST

position itself using DP – Approach Mode” substitute for “The DPST position itself

using manual Mode or auto position mode”


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APPENDIX E

GREEN LINE CHECK LIST

“The following sequence must be established to achieve green line:

No. STEP OK 1. Chain stopper closed

2. Hose in position

3. Coupler closed

4. Cargo system ready

5. Crude oil pressure normal

6. Accumulator pressure normal

7. Crude line valve open

8. Coupler valve open

9. Loading permitted

10. Loading on


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APPENDIX F

TELEMETRY REPORT FORM

It’s been implemented by Petrobras.


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APPENDIX G

OFFSHORE LOADING FORM

This appendix contains the form to log data regarding cargo, hawser tension, wind,

sea, wave and heading during offloading at the F(P)SO. Must be filled by the DPST

during the operation.

DATA SHEET – OFFSHORE LOADING Vessel: F(P)SO: Voyage no.: Cargo no.:

Ship Readings F(P)SO

Wind Current Mooring Hawser Wave

Max

Date

Time Head. Dir. (deg)

Force (knots)

Dir (deg)

Force (Knots)

Max (tons)

Aver (tons)

Hs (m) High

(m) Per (s)

Ship Readings F(P)SO Cargo Cargo

Date

Time Total Loaded

Load. Rate

Total to

Load

Time of Completion

Total Disc.

Load. Rate

Total to

Disc.

Cargo Diff.

Date: Signature


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APPENDIX H

SAILING ADVICE FORM

This form must be filled by the F(P)SO and transmitted to the DPST within 1 hour of

the tanker commencing sea passage.

SAILING ADVICE

CARGO – VESSEL DATA OPERATION DATA Cargo no.: NOR: Shuttle Tanker: Mooring Commenced: Flag: Mooring Finished: Call Sign: Hose connection Commenced: Master: Hose connection Finished: Destination: Loading Commenced: ETA Destination: Loading finished: Flushing Commenced: Flushing finished: Hose disconnection Commenced: Hose disconnection Finished: Unmooring Commenced: Unmooring finished: Departure F(P)SO: Pass 10 nm:

CARGO QUANTITY/QUALITY DISCHARGED FROM F(P)SO

Cubic Meters Metric Tons Barrels Density (20o C)

Temperature API BSW (% vol)

SLOP QUANTITY RECEIVED FROM F(P)SO

Cubic Meters Metric Tons Temperature

REMARKS:

Date: Signature: Name: F(P)SO

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